Terminal airways traffic control system

ABSTRACT

A system for scheduling aircraft arrivals from cruise to touchdown, and also for scheduling departures from airport to cruise altitude; wherein space considerations are reserved to the aircraft pilot and wherein time considerations are reserved to the control authority. The aircraft is navigated by the pilot along a Terminal Corridor Route (TCR) in conformance to the requirements of a ground based Traffic Control Computer (TCC). The airborne Aircraft Instrumentation Computer (AIC) includes a programmed computer and an instrument panel display that positions the aircraft relative to an optimum time flexible energy path and responsive to in-flight data which is also telemetered to the TCC for processing. The TCC repeatedly processes all in-range aircraft on a time cycle basis and imposes and regulates time intervals between said aircraft by issuing speed-up and slow-down commands thereto as necessary to qualify said aircraft to proceed, and alerts the control authority and pilot as well of aircraft which do not qualify and/or require corrective procedures. The system identifies all in-range aircraft and sequentially programs the flight paths thereof along the required track and through waypoints; taking into account the kinetic as well as potential energies involved for executing practical and efficient flight to the ends of infallible traffic control and safety, economy, anitpollution and noise abatement.

tlnited States Patent 1 Victor 1 Sept. 11, 1973 1 1 TERMINAL AIRWAYSTRAFFIC CONTROL SYSTEM [76] Inventor: Carl W. Victor, 2116 Linda FloraDr., Los Angeles, Calif. 90024 [22] Filed: May 3, 1971 [21] Appl. No.:139,370

[52] US. Cl... 235/150.26, 73/178 T, 235/61 NV, 235/15023, 343/5 DP,343/5 GC, 343/112 C,

343/112 TC [51] Int. Cl. G06g 15/50, (106g 15/48 [581 Field of Search235/150.26, 61 NV,

235/15023; 73/178 R, 178 T; 340/178, 179; 444/1; 343/5 DP, 5 GC, 5 LS,112 C, 112 CA,

[56] References Cited UNITED STATES PATENTS 3,131,018 4/1964 Brodzinskyet al. 244/77 A X 3,179,355 4/1965 Pickering et a1. 244/77 B X 3,332,0807/1967 Verwey 235/150.26 X

Primary ExaminerEugene G. Botz Assistant Examiner-R. Stephen Dildine,Jr. Attorney william H. Maxwell (57] ABSTRACT A system for schedulingaircraft arrivals from cruise to ZISIRANGE ALT. 60,000

Tu EORETICAL 5 LOPES loam i CRtHSE ALT. 33pm:

u DATA LE, 500 KNOTS Th5 id V m 5mg OPTlMUM Dsscnrr PA-m cams: ALT.15,000

touchdown, and also for scheduling departures from airport to cruisealtitude; wherein space considerations are reserved to the aircraftpilot and wherein time considerations are reserved to the controlauthority. The aircraft is navigated by the pilot along a TerminalCorridor Route (TCR) in conformance to the requirements of a groundbased Traffic Control Computer (TCC). The airborne AircraftInstrumentation Computer (AIC) includes a programmed computer and aninstrument panel display that positions the aircraft relative to anoptimum time flexible energy path and responsive to in-flight data whichis also telemetercd to the TCC for processing. The TCC repeatedlyprocesses all in-range aircraft on a time cycle basis and imposes andregulates time intervals between said aircraft by issuing speed-up andslow-down commands thereto as necessary to qualify said aircraft toproceed, and alerts the control authority and pilot as well of aircraftwhich do not qualify and/or require corrective procedures. The systemidentifies all in-range aircraft and sequentially programs the flightpaths thereof along the required track and through waypoints; takinginto account the kinetic as well as potential energies involved forexecuting practical and efficient flight to the ends of infallibletraffic control and safety, economy, anitpollution and noise abatement.

45 Claims, 7 Drawing Figures- REDUCE. SPEED ALT. 10.000 A'si.

25o KNOTS \AS FLA? SPEED Tu. 4 one Arlzzo l'movs ma TERMINAL ALT. 1,000AQL 1 PATENTED SEP] 1 I973 sum 3 OF S MOP-Z0:

PATENTEUSEPI 11913 SHEET l 0F 5 TETlWlllNAlL ATEWAYS TRATETC CGNTRGLSYSTEM BACKGROUND This invention is concerned with the scheduling ofaircraft and for the complete navigational control and surveillancethereof in relation to an airport or terminal having one or more routesof arrival and/or departure. Although the control over departures isincluded within the idea of means hereinafter disclosed, scheduled arrivals are of primary concern. That is, airways traffic conjection inthe arrival of many aircraft at a single terminal is the prime problemand one which heretofore has remained unsolved, and with the result thatit has been customary for the controlling authority to establish holdingpatterns, to impose evasive routes and tactics, and/or to simply delayaircraft landings at great expense to the public carrier operating saidcraft; all of which is contrary to safety, economy, antipollution andnoise abatement.

It is the determinable accuracy of scheduling Estimated Times of Arrival(ETA) which has been lacking, since there has been no time considerationby the controlling authority compatible with the space considerations ofthe piloted aircraft, and vice versa.

FIELD OF TNVENTTON it is a general object of this invention to provide aTerminal Airways Traffic Control System wherein the space considerationsof the pilot are related compatibly to the time considerations of thecontrolling authority. in all instances the pilot retains navigationalcontrol over the aircraft while the controlling authority retainssupervisory control over the assignment of Time Slots (TS) andsequential Estimated Times of Arrival (ETA). Although ETAs will now bedeterminable with pinpoint accuracy, they are nevertheless referredherein as the long established Estimated time of arrival.

An object of this invention is to provide an aircraft control conceptthat processes in-range aircraft regardless of their radial positionrelative to the terminal involved. Concerning approach to an airterminal, it is also an object to establish a plurality of approachroutes, hereinafter referred to as Terminal Corridor Routes (TCR) eachradiating from the terminal in various directions, each involving itsown course changes and waypoints, and each involving its own altituderequirements.

Another object of this invention is to provide cooperative airborneAircraft Instrumentation Computer (MC) and a ground based TrafficControl Computer (TCC) wherein in-flight data is processed and therebyrelated to programming associated with the navigational route selectedby the pilot, in each instance, and all of which is cleared or notcleared by the TCC dependent upon the aircraft position andqualifications.

It is an object of the invention to advantageously employ transpondermeans to identify an aircraft and relate in-flight data associatedtherewith, said data being telemetered to the TCC for processing anddetermination of said processed aircraft as a Cleared aircraft or as aStranger aircraft. An aircraft will be cleared providing it qualifies tostay within the time flexible energy path established by the AlC andwithin tolerance proximity to the TS assigned, when necessary by theTCC; and if the aircraft cannot qualify with the TCC requirements, itthen becomes a Stranger and is removed temporarily, at least, tomonitored surveillance such as to a manual controller.

it is another object of this invention to provide computer programmingwherein stored invariable data is related to restored variable data, andall of which is related again to informative and comparative in-flightnavigational data directly associated with the aircraft being processed.Said invariable data relates to the TCR requirements and concernsdistance or location of waypoints and the altitudes thereof. Saidvariable data relates to the environmental conditions which affect speedrequirements and concerns altitude related wind information asdetermined by TAS compared with Ground Speed (GS). Said in-flightnavigational data is necessarily dynamic and is the information that isupdated and compared with the aforementioned invariable and variabledata.

it is still another object, therefore, of the present invention toprovide a method and cooperative Aircraft instrumentation Computer(AllC) and a Traffic Control Computer (TCC) whereby the present state ofthe art Distance Measuring Equipment (DME) and basic altitude and speed(space) indicators with known flight characteristics of the involvedaircraft, can be effectively employed to navigate any one or a pluralityof aircraft within selected Terminal Corridor Routes (TCR) whileselectively assigning each aircraft to an exclusive Time Slot (TS)determining the Estimated Times of Arrival (ETA). It is the operationalnavigation of all aircraft within the confines of optimum time flexibleenergy paths which characterizes the present invention; following theteachings of my previous issued U. S. Letters Pat. Nos. 3,496,769 and3,559,481 which disclose the fundamental airborne instrumentationutilized herein, wherein kinetic energy in the moving mass of theaircraft and the potential energy in the altitude position thereof arethe primary considerations of the aircraft pilot.

it is a further object of this invention to provide a Terminal AirwaysTraffic Control System of the character thus far referred to thatreceives current wind information from all in-range aircraft andcontinuously restores the same as wind-shear variable data related toaltitude. This variable data is dynamic and is continuously supplementedand averaged as distinguished from the instantaneous readings heretoforeemployed.

It is still a further object of this inventive means whereby allin-range aircraft are spaced in timed sequence at more than a minimum ofintervals apart. This is the time consideration of the controllingauthority who programs the TCC and by which Time Slots (TS) are assignedand the aircraft remain Cleared to proceed. All disqualifying aircraftare Stranger" aircraft and are monitored manually by the controllingauthority. in practice, substantially all aircraft will qualify and beautomatically Cleared" while but a small percentage will be disqualifiedas Stranger aircraft; thereby avoiding human errors and minimizing themanpower work load of the controlling authority.

Further, it is anobject of this invention to advantageously employ aspart of the AlC existent Area Navigational RNAV and/or lnertial guidanceequipment which has the capability to triangulate, locate and providedistance measurement to any required waypoints W. Hearing and distanceinformation from the positions of the Omni-DME combination processed bythe RNAV equipment creates waypoint positions on the X-Y axes. Thevertical 2 axis is accounted for in the Vertical Navigational VNAVsection of said equipment wherein the altitude information is processed.Thus, bearing, distance and altitude data is inserted into the availableRNAV-VNAV computer so as to create waypoints or phantom trackingpositions for the Omni stations, and to which waypoints the aircraft canbe navigated. Said navigational waypoints are created and shifted in theaircraft AIC independent of the tracking and verification functions ofthe ground based TCC.

DRAWINGS The various objects and features of this invention will befully understood from the following detailed description of the typicalpreferred form and application thereof, throughout which descriptionreference is made to the accompanying drawings, in which:

FIG. 1 is a diagrammatic profile illustrating a plurality of theoreticalslopes (F and the Aircraft Instrumentation Computer (AIC) and theTraffic Control Computer (TCC) as they are associated with the factorsinvolved.

FIG. la is a general block diagram of the Traffic Control Computer(TCC).

FIG. 2 is a detailed block diagram of the Aircraft InstrumentationComputer (AIC), illustrating the instruments utilized by the aircraftpilot and showing the transmitter and receiver for cooperativelytelemetering navigational data to the TCC.

FIG. 3 is a detailed block diagram of the Traffic Control Computer(TCC), showing the transmitter and receiver for cooperativelytelemetering navigational data to the processed aircraft.

FIG. 4 is a detailed block diagram of the Time Assignment means (TA)shown in FIG. 3.

FIG. 5 is a plan view of a corridor and two typically possible aircraftoperations therein.

FIG. 6 is a detailed block diagram of the track boundary means shown inFIG. 3.

PREFERRED EMBODIMENT In the drawings I have illustrated diagrammaticallyand graphically the present invention as it is applied with present dayaircraft equipment. That is, the known components are those which arebeing currently used and improved; including an altitude indicator A, aspeed indicator B, a true airspeed indicator J, and Distance MeasuringEquipment C. Elements A, B, J and C involve known pieces of equipmentand are capable of delivering, for example, an electrical signal in theform of a voltage output; the altitude indicator A being corrected forbarometric pressure and temperature changes; the speed indicator B beingan airspeed or Mach indicator; the true airspeed indicator .1 beingtemperature and pressure corrected; and the Distance Measuring EquipmentC being self-corrective and reliably operative when tuned ontocooperative ground located DME. Therefore, without showing and withoutdescribing the details of these three basic pieces of equipment, it isto be understood that they are in each instance used, in carrying outthe present invention, as commercially available equipment. In fact,each of these known pieces of equipment are invariably installed andavailable in a fully instrumented aircraft.

There are two purposeful concepts involved with the present invention;firstly, the airborne computerized instrumentation for spaceconsiderations by the pilot, and secondly the ground basedcomputerization of inflight data for tracking and time and clearanceconsiderations by the controlling authority. Concerning the firstpurposeful concept, the raw data derived from the AIC or AirborneInstrumentation Computer" is used by the pilot and/or auto-pilot of theaircraft, and in the following description I will refer to the system asit relates to an Approach-Descent and Profile Rate Indicator and hereinreferred to as a Profile Indicator D which performs every function of arate-of-climb indicator which it is to replace, and additional functionsas well. Therefore, in addition to the usual rate-of-climb and/ordescent needle 10, the Profile Indicator D has a profile needle 11 and agroundspeed-slope pointer 12. It is significant that there are thesethree cooperative variables, the needles l0 and 11 and thegroundspeed-slope pointer 12; and it is when the positions of the needle11 and pointer 12 coincide that the natural and/or actual and/or energypath of the aircraft is properly related to the predetermined totalenergy slope at which the aircraft must be properly oriented in order toaccomplish an efficient descent-approach. This is then accomplished bychanging the attitude of the aircraft so that the rate of climb anddescent needle 10 is over the same position as needle 11 and pointer 12,thereby effecting a cooperative relationship between all three movableelements 10, 11 and 12. In accordance with the invention, therefore, theProfile Indicator D involves, generally, a rate-of-climb and descentresponsive means X, a profile responsive means Y, and a slope responsivemeans Z; and all of which are cooperatively combined in one case havingcalibrations relative to which the elements 10, 11 and 12 operate forcomparative observation by the pilot.

The rate-of-climb and descent responsive means X is a usualrate-of-climb and descent indicator of the type commonly employed inaircraft. Such an indicator involves a visible fixed card 15 of circularconfiguration, over which the centrally pivoted needle 10 turns. Thecard 15 is calibrated for the number of feet of climb or descent, inopposite directions from an 0" point located horizontally to the left ofthe card 15, the rate-ofclimb being above the 0 in a clockwisedirection, and the rate of descent being below the 0 in acounterclockwise direction.

The needle 10 is therefore at 0 when the aircraft is inertially at rest(level flight) in this respect. In practice, the rate-of-climb anddescent needle 10 is a single bar, so as to be readily distinguishablefrom the profile needle 11 which is a double bar or V-shaped. The drivefor needle 11 is a Selsyn motor or the like and the rate mechanism forneedle 10 is of the usual construction (not shown) either remote orbuilt into the instrument per se as circumstances require. It will beunderstood how a usual instrument mechanism can be employed to properlyposition the needle 10.

The profile responsive means Y involves among other things later to bedescribed, true groundspeed indicator as a result of the functions thatare available from the Distance Measuring Equipment, and in this respectI refer to computerized DME information that indicates the truegroundspeed. It is to be understood that there are various known waysand means by which to arrive at a signal representing true groundspeed,and any one of such ways and means can be employed in practicing thisinvention. Therefore, when reference is made to a speed indicator", itis to be understood that a groundspeed indicator can be employed, ascircumstances require.

The deceleration comparator G is a programmed means which recognizes thedeceleration characteristics of aircraft in the family thereof underconsideration. For example, typical present day jet transport aircraftdecelerate from cruise speed to flap speed in a horizontal flight andstill air at 10,000 ft. altitude (at landing weights) in a distance ofmiles, when at idle thrust. Therefore, the deceleration comparator G hasan output that is set to go to a zero voltage when the aircraft slows toa predetermined minimum speed, for example flap speed. As shown, thedeceleration comparator G has an output line 25 that has a negativevoltage effective so as to prolong the theoretical glide path a distanceequivalent to that which is required for an idle thrust slow-down from acruise to said predetermined minimum speed. As shown, in its preferredform the deceleration comparator G feeds a computed voltage into anamplifier 43. A basic factor signal is channeled to the decelerationcomparator G; through a line 122 from the altitude indicator A and acorrective signal is channeled thereto through a line 118 from the DMErate of change indicator 17, and all of which is processed for theestablishment of a distance offset or slow-down factor signal that thenfeeds into the summator H. The altitude information through line 122provides the fundamental basis for establishing a deceleration factorfrom cruise speed to maximum flap speed in still air and which varies asa function of altitude. In this respect, graphic curves are developedand established for each particular aircraft, and namely one a cruisespeed curve (usually in Mach number) that gives the true airspeed for agiven altitude, and namely another a predetermined minimum speed curve(usually in airspeed) that gives the true airspeed for a given altitude.These two curves are related and the functional difference between thetwo is proportionate to distances at operational altitudes toshow thedistance factor necessary for slow-down of the particular aircraftinvolved, and to this end a deceleration factor is established (for theparticular aircraft involved) and which varies with altitude and whichis correct for still air and/or normal conditions.

A typical circuit for establishing this standard deceleration factor isillustrated in the deceleration comparator G wherein there are threevariable voltage means, one a pair of variable resistances 126, and 126'each having the characteristics of the cruise speed curve for example aMach 0.85 curve for all altitudes, second a variable resistance 127having the characteristics of the maximum flap speed curve for example a220 indicated airspeed curve for all altitudes, and a variableresistance 128 having the characteristics of known groundspeed. Theresistances 126, 126', 127 and 128 are powcred or biased by suitablepower supplies (not shown) and in each instance to establish the high,low and vari' able signals therebetween. The cruise speed (126) Mach0.85 curve is in practice a straight line function, and although themaximum flap speed (127) 220 IAS is a true curve it is for all practicalpurposes a straight line function and is treated as such. Accordingly,the basic altitude function is to affect the variable output ofresistances 126, 126' and 127, and to this end the altitude informationthrough line 122 simultaneously and correspondingly shifts the output ofthe resistances 126 and 127 and collects them to be fed through line 25.The resistance 126 is affected simultaneously by the altitudeinformation through line 119, as shown. As hereinabove stated, thecruise speed in Mach 0.85 (or other Mach value) represents true airspeedand for all practical purposes for all altitudes, and therefore theabove described affect of the altitude information through line 122correspondingly affects the variable resistances 127 representing thefunction of an indicated airspeed (and close approximation thereof evenat low altitudes) to which known groundspeed can be related so as toestablish any differential or offset which may exist. In this laterrespect therefore, the rate of change information of the rate indicator17 through line 118 shifts the output of the resistance 128 and collectsit and the separately affected output resistance 126', for comparison,and feeds the resultant through line 25 for correction of the still airsignal derived from the balance between resistances 126 and 127. Thus,the slow-down to flap speed and the winds which invariably offset theaircraft speed are automatically compensated for.

The slope responsive means Z directly utilizes the voltage output of therate of change indicator 17 which is part of the Distance MeasuringEquipment C, through a line 18, and this voltage is used to position thegroundspeed-slope pointer 12 which involves a geometrical configurationwhich is readily distinguishable from the two needles l0 and 11. Inpractice, a deltashaped pointer 12 is provided and which moves withinthe descent calibrations of the card 15 to indicate the true groundspeedas well as to indicate the correct rate of descent required in order toremain on the correct slope. The groundspeed-slope pointer 12 operatesconcentric with the needles 10 and 11,the inner point thereof beingregisterable with the point of the profile needle 11 and the outer pointthereof being operable within a range of groundspeed calibrationsfixedly engraved, or the like, in the peripheral bezel portion of theinstrument case. i

In accordance with the invention the groundspeedslope pointer 12 isresponsive solely' to the output of the DME rate of change indicator 17from'output line 18. However, the profile needle 11 is responsive to theintegrated output of the combined variables including; said rate ofchange voltage from output line 18; the output of the altitude indicatorA, the output of the deceleration comparator G, and the output of theDistance Measuring Equipment C. Further, the variables integrated andfed to the drive for the profile needle 1 1 includes the altitude offset(A or displacement output of the Vertical Navigation (VNAV) equipmentand the distance offset or displacement output of the Area Navigation(RNAV) equipment, later to be described. Finally, the decelerationvariableoutput is included in the said integration, reference being madeto the output of the deceleration comparator G, all said variables Itracting the pointer 12 dependent upon the voltage applied.

The altitude indicator A is of the usual available type, being correctedfor barometric and temperature variations, and provided with atransducer or the like so as to convert pressure indications intovoltage signals. The altitude indicator A has an output line 22thatrparallels the output line 18 above described.

The altitude offset for displacement is adjusted by means of the VNAVequipment which enables the pilot to compensate for the altitude of theairport or required waypoint. The output of the altitude indicator A isshown as a negative voltage, in which case the output voltage of thealtitude offset or displacement is a positive voltage, determined at theVNAV equipment as by means of a manually or automatically positionedcontrol in order to add the height of the waypoint or airport-touchdownpoint, giving it a corrected placement above sea level.

The radial distance offset or displacement is adjusted by means of theRNAV equipment which enables the pilot to compensate for the horizontaloffset of the airport or touchdown or waypoint relative to the VCR andDME stations to which the aircraft instrumentation is tuned. The outputof the Distance Measurement Equipment C is shown primarily as a negativevoltage adapted to be reversed in polarity dependent upon the VOR-DMEstation location, all of which is determined in the RNAV equipmentdependent upon whether, for example, the distance of the VOR-DME stationis before or beyond the waypoint or actual touchdown point. 2

From the foregoing, it will be seen that in-flight navigational data isavailable from the existing aircraft instruments, including the RNAV andVNAV equipment being produced as variable voltages, and which areadjustably affected by the deceleration comparator G. In practice, thecombined instrument controlling voltages from the said means is a minusvoltage, and dependent upon the capability of each of the variousinstruments gain amplifiers can be employed as indicated. For example, Iemploy suitable gain amplifier in the output lines 18, 22 and 23 whichare fed into the summator H where the outputs are properly balancedrelative to each other by means of parallel resistors 38, 40, 41 and 42,or the like, which collectively feed into a profile amplifier 43 thatpowers the means that motivates the profile needle 11. As hereinabovedescribed, the profile needle 11 is positioned as by means of a Selsynmotor that is responsive to the variable voltage and thereby places saidneedle.

A capability factor of all present day jet transports is the glidecomponent of approximately 3 miles forward for each thousand feet ofdescent when operating from 250 knots indicated to some lower speedbelow 200 knots, for instance between 250 knots and 185 knots, whilefaster or slower speeds require energy application in order to maintainthis path. Another capability is the deceleration component of theflight path which is computed in level flight with idle thrust atmaximum landing weights, and on an average this deceleration componentwill require a predeterminable time interval to slow to a predictedspeed. For instance, if the predicted or minimum speed is determined as220 knots this total time interval will be 2 minutes; 1 minute and 30seconds being required to decelerate to 250 knots from full cruise at10,000 altitude, and 30 seconds being required to decelerate from 250knots to 220 knots. These capabilities of all the modern jet transportsare so similar that standard figures relating thereto can be programmedinto the TCC and applied to all in-range aircraft processed thereby, anydifferences in the actual glide or deceleration capabilities of eachaircraft being tolerable within the system.

It is the aircraft capability or total energy which is indicated andprogrammed by this Terminal Airways Traffic Control System and theformula as set forth in my said previous Letters Patent prevails asfollows:

Aircraft Capability S 45000 K v (d 1TH F,

wherein S is the slope constant, A is the aircraft altitude, K is theaircraft slow-down factor or conversion constant, D is the distance, Tis time, d is instantaneous rate of change, and F, is the flap speed orpredetermined minimum speed. It is to be understood that displacement ofaltitude and distance are made by the adjustments hereinabove described.The aircraft capability is represented generally in said basic formulawherein the slope times the altitude is divided by l,000 and to which isadded the aircraft slowdown factor or conversion constant times thesquare root of the groundspeed minus the predetermined minimum speed.Fundamentally therefore, the aircraft capability is the total energyavailable in said aircraft by virtue of its total in-flight conditionand which includes the kinetic as well as potential energy in saidaircraft, primarily at start of descent and secondarily entirely throughthe descent-approach. And, it is said "aircraft capability which isrepresented by the position of the profile needle 11 and which ismaintained coincidental with the groundspeed-slope pointer 12 by thepilot and- /or autopilot for the execution of optimum and thereby mostefficient descent-approach.

The Aircraft Capability of the formula (above) is synonomous with thevalue representing aircraft position or distance to a waypoint (p andthe instantaneous rate of change in Distance over Time (dD/dT) issynonoinous with the value representing Groundspeed (GS). Therefore, inimplementing the improvements of the present invention the followingaugmented formulas are utilized for computing the optimum position ofthe aircraft:

ASCENT P S (A -Al l ,000) K (GS F,) lim=0; and

DESCENT P S (AA 1,000) K (GS F.)

lim=o wherein P is the computed position of the aircraft from awaypoint, wherein GS is as above stated and wherein A is the waypointaltitude; and in referring to FIG. 1 of the drawings it will be observedthat there is a series of waypoints W1 to W4 in the typical composite oftwo theoretical slopes shown. In each case, the theoretical slopwintersects sea level at a groundpoint GP. D is the displacement of agroundpoint from the groundpoint of the terminal F path and determinesthe location of said offset path relative to said F path. L is thedistance of the waypoint measured from sea level groundpoint (GP) at theend of the F, path through the terminal.

It will be observed that both the groundspeed-slope pointer 12 andprofile needle 11 respond in position to the rate of change signalthrough line 18 from the Distance Measuring Equipment (3. Consequently,the pointer l2 and needle illl would coincide in position if it were notfor other factors which must be introduced; namely altitude, remainingdistance and slowdown factors and adjustments and variations thereof. itis significant that the basic and controlling factors are derived fromthe efficient and reliable instrumentation available in aircraft withvirtually no modification thereof, and with the provision of a read-outthat is advantageously incorporated into one of the well-known andreliable existing aircraft instruments; namely the climb and descentindicator" and which is now referred to additionally as a Profileindicator 1D. in all instances, the apparatus is responsive to thealtitude and distance to waypoint positions of the aircraft relative toa sea level groundpoint Gil and the groundspeed-slope pointer l2 willinvariably indicate the required positioning of the profile needle iffor placing the aircraft within the predetermined ideal and properdescent-approach slope. As a result, the total energy concept isexploited, utilizing in-flight aircraft capability" and which is madeavailable for both space and time considerations.

The instrumentation and method thus far described is disclosed to someextent in my two aforementioned issued patents, and in accordance withthe second purposeful concept of the present invention it havecooperatively utilized additional means therein and have combinedtherewith a cooperative ground based TOC or Traffic Control Computerresponsive to the above described All: or Airborne instrumentationComputer" and programmed to process a multiplicity of approachingaircraft. The data derived from the All: Airborne instrumentationComputer is identified by means of transponder and telemetering thereoftriggered by a discrete call from the ground based TCC and is receivedthereby for processing and verification; to relate to aircraft identity,to sequentially commutate with each in-range identified aircraft andcorrelate it with a multiplicity of other aircraft by assigning each toan exclusive Time Slot (TS), to apply involved programming to theidentified aircraft, to predict an optimum time flexible energy path forthe identified aircraft, to show the position of the identified aircraftahead or behind said energy path, to alert the pilot of the identifiedaircraft to speed-time adjustment as required in order to remain withinsaid energy path, to cancel the selected TCR of any identified aircraftstraying to an intolerable position from its assigned Time Slot (TS) andto alert the control authority to its pres once as a Stir-anger"aircraft (SA), and also to issue a warning to both the aircraft pilotand control authority of any malfunction made apparent by a discrepancy.Accordingly and in addition to the Al C components thus far described,included therein is a True Air Speed ('IAS) computer means i, a TerminalCorridor l loute ('lCR) selector and waypoint computer means if,transponder means L, telemetering means l /l, transmitter and receivermeans N, and a speed requirement and malfunction readout means if. Thesemeans are cooperatively associated with the navigational instrumentationthus far described and produce dynamic navigational data to be processedby the TOC.

The Traffic Control Computer operates so as to eliminate time of arrivalconflicts (two or more aircraft predicted to arrive at the terminalwithin a predetermined time interval), a separated Time Slot (TS) beingaslfl signed for each in-flight aircraft; all of which is commu tatedfor individual processing of each aircraft on approach within the rangeof the TO: involved. As a practical matter, the traffic pattern reachesin omni directions from the TCC installation up the multiplicity oftheoretical slopes to the elevation of any one of the in-rangeapproaching aircraft on its selected TCR. For example, an operationalinrange radius of miles is presently feasible, and this is equivalent ofa 60,000 foot cruise altitude thereby including all present dayaircraft.

The TAS or True Air Speed computer means J is a component that isresponsive to the indicaed air speed indicator B through a lead and aswell to the altitude and temperature factors. Therefore, the TAScomputer means i is shown as being responsive to the altitude indicatorA through a lead 45 and responsive to a temperature sensor means TSthrough a lead an. it will be readily apparent that the TAS computermeans .i will produce a corrected and/or true air speed for anyprevailing altitude and temperature condition. As shown, the TAS signalis transmitted through an output line 52.

The TCR or Terminal Corridor Route selector and waypoint computer meansK is a component that is selectively adjustable to any one of aplurality of assigned TCRs at the terminal involved, and it comprisesArea Navigation (RNAV) equipment, a programmer 4'7 and a waypointshifting means 4%, For example, there may be as many as ten assigned orstandard TCRs radiating from anair terminal, in which case theprogrammer 47 has a multi-position switch manually adjustable by thepilot to any one TCR program inserted therein as indicated. Alternately,the selected TCft program can be individually inserted in lieu of aselector switch adjustment. As shown, the TCR signal is transmittedthrough an output line 49,

Referring now to the Area Navigation (RNAV) and Vertical Navigation(VNAV), the bearing (radial) and distance from one or more Omni-DMEstations may be involved (see N6. 2) and is inserted into the RNAVcomputer so as to establish the x-y axes and tracking positions orwaypoints. in FIG. 11 of the drawings, four such waypoints Wl-Wd areshown and the requirements for which are invariably impressed aspermanent sequentially available data in the TCR programmer. That is,the frequency tuning, bearing, distance and altitude data isindependently available from the programmer 457 for each waypoint andoperable to adjust the RNAV-VNAV computer for the calculations necessaryto triangulate and establish the waypoint posi" tion and altitude to becrossed by the aircraft.

A feature of the system is the absence of predetermined cruise altitudedata for Will and which can be supplied only from altitude informationavailable before entering the TCR. The waypoint shifting means dd isresponsive to altitude change when at and approaching waypoint altitudessuch as i l ll and WT), and includes a blocking means that is activeuntil the DME reads less than a predetermined minimum such as, forexample, the 12 mile deceleration requirement, and is always responsiveto crossingwaypoints such as W2 and W4 (see HG. l); and to this end themeans is a dual channel means that senses both altitude change and/orarrival at the way-point of destination, and in either instance theprogrammer 417 is then activated by said occurrence so as to be advancedto the next waylill point data impressed thereon. Thus, sequentialwaypoints as may be required are programmed to be sequentiallycalculated and established by the computer of the RNAV-VNAV equipment.

The transponder means L is an identity source that is responsive to adiscrete call initiated by the pilot or triggered by the ground basedtransponder means LL of the TCC. The transponder means L and LL are ofthe type available for identifying individual aircraft by codes that areselectively employed by the aircraft pilots and the transmission thereoftriggered by a discrete call, and according to the present invention totelemeter navigational data to and return signals from the TCC. Eachtransponding aircraft need but to supply an identifying code and atelementered signal triggered by the transponder discrete call and whichincludes the selected TCR data and all in-flight navigational data to beprocessed. The code and identity can be supplied by a suitable circuitboard 50 or the like shown installed in the transponder means L; thediscrete call signal and the code identity signals established therebybeing transmitted through an output line 51.

The telemetering means M is a component that simultaneously receives amultiplicity of separate signals and transmits them sequentially byradio to be processed by the telemetering means MM for subsequentdistribution and assimilation in the same order in which they areoriginaly separated. In the form illustrated, there are eight separateoutput signals numbered throughout the drawings (1) through (8): l Thecode and Ident signal through output line 51; (2) A TCR or TerminalCorridor Route selection signal through output line 49; (3) Adeceleration signal through output line 25; (4) An altimeter signalthrough output line 22; (5) A waypoint altitude signal through outputline 22"; (6) A TAS or True Air Speed signal through output line 52; (7)A GS or Groundspeed signal through output line 18; and (8) A DME orremaining distance signal through output line 23. The above enumeratedoutput lines transmit the navigational information necessary for thecooperative operation of the TCC hereinafter described, saidmultiplicity of output signals being assimilated in the telemeteringmeans MM and sequentially repeated as individual signals. Further, thereare two input signals numbered (9) and (10); the former being amalfunction signal through line 53, and the latter being a Slow-Fastsignal through line 54.

The transmitter and receiver means N is a component that transmits andreceives the signals 1 through 10 for reception and processing by theTCC or Traffic Control Computer," and that receives a discrete call fortransponder operation and triggering transmission of telemeterednavigational data, and for operation of the Slow-Fast readout means P.The radio transmitter and receiver can be built and incorporated in theaircraft in the usual manner and operated on assigned fre' quencies forexclusive radio transmission. There is an antenna common thereto, thereceiver section having otuput lines that feed back to the Channels 1, 9and 10 of telemetering means M.

The altitude of waypoint W1 is manually and automatically adjustable inthe VNAV equipment to any pilot selected altitude and is utilized inapproaching the said first waypoint along the first theoretical slope F,Initially, the TCC has not processed the approaching aircraft which hascome into range, and the pilot, therefore, inserts a fixed altitudevalue into the VNAV, his prevailing cruise altitude, to be employed inestablishing his approach toward said first waypoint W1 and activatesthe ident feature of the transponder means. This A signal out of theVNAV is a variable voltage through line 22".

The speed requirmeent and malfunction readout means P is preferably aninstrument panel component that transforms a coded TCC speed requirementsignal 10, a readout and/or auto-pilot (auto-throttle) control force anda malfunction signal 9 into pilot oriented information. As illustrated,the means P is a graphic readout that responds to the feedback signal 10to produce an indicator 55 position designating the precise speedtimeadjustment required in order to return to the optimum flexible energypath of the assigned TCR; and that responds to the feedback signal 9 toilluminate a light 56. The readout forms of means P can vary ascircumstances require being responsive to the repeated reception of asignal value in order to remain active.

Referring now to the TCC or Traffic Control Computer" whichcharacterizes this invention, said apparatus is ground based andtransmits and receives regardless of its position relative to airterminal location, it being significant that all navigational data to beprocessed emanates from the AIC Airborne Instrumentation Computerhereinabove described. The TCC includes a transmitter and receiver meansNN, a telemetering means MM, a transponder means LL, a route selectionprogrammer means Q, wind storage means R, a position computer S, a windscan calculator and summator means SS, a waypoint verifying means WV, aspeed comparator means T, a time prediction means U, a time assignmentmeans TA, a position comparator V, track boundary means 0, a spacetolerance means VV, a squelch means SV, a stranger alert means SA, andmonitor and surveillance means MS. These components are cooperativelyrelated as shown and discriminately process the in-flight navigationaldata signals 1 through 8 and responsively issue a malfunction signal 9and a slow-fast requirement 10, and alert the monitor and surveillancemeans MS of stranger aircraft which cannot qualify to descent within theapplied TCR.

The transmitter and receiver means NN is a component that receives thenavigational data signals 1 through 8 for sequential separation by themeans MM that transmits and receives the transponder signals foridentifying the in-flight aircraft and for triggering the navigationaldata therefrom, and that transmits the feedback signals 9 and 10. Theradio transmitter and receiver can be located at the air terminal as aground installation in the usual manner'and operated on said assignedand exclusive frequencies tuned to the aforementioned means N. There isan antenna 57 common thereto, the transmitter section having an inputline 58 that transmits transponder signals, and an input line 59 thattransmits the malfunction 9 and slow-fast requirement 10 signals. Asshown, the receiver section has an output line 60 that transmitstransponder signals, and an output line 60' that transmits the remainingsignals to the telemetering means MM.

The telemetering means MM is a component that sequentially receives amultiplicity of distinct signals transmitted by the telemetering means Mand connects them to distribution and assimilation lines 61 through 68in the order in which they were originally separated by said means M. Inthe form illustrated, the eight navigational information signals aredistributed as follows:

1 The ldent and call signals through distribution line 61;

2 The TCR selection signal through distribution line 62,

3 The deceleration signal through distribution line 63,

4 The altimeter signal through distribution line 64,

5 The waypoint altitude signal through distribution line 65,

6 The TAS signal through distribution line 66,

7 The GS signal through distribution line 67,

8. The DME signal through distribution line 68. The two feedback signalsare assimilated as follows:

9. The malfunction signal through assimilation line 69,

10 The slow-fast signal through assimilation line 70. it is to beunderstood that the operation of the telemetering means MM is repetitiveand synchronous and with means to retain and simultaneouly apply saidmultiplicity of signals, all as circumstances require.

The transponder means LL and the transponder means L are components thatoperate in conjunction with each other to identify the involved aircraftand periodically trigger the processes of analysis with a discrete call,whereby telemetered signals are processed by the TCC and the malfunctionand slow-fast signals transmitted to the said aircraft and/or to theground controller, as may be required. The transponder means LL receivesthe Ident signal through distribution line 61 and functions as a signaldetector and decoder; that detects and retains the code informationportion of the signal specifically identifying the transpondingaircraft. The detected Ident signal is retained by means of a memorycircuit and is subsequently utilized at periodic intervals in a discretecall to that identified aircraft, thereby to trigger navigational datafrom the transponder means L. I

in practice, a multiplicity of aircraft apply their Ident signals to thememory circuit of the transponder means LL, the memory circuit recordingthe Ident signals sequentially as they are received and holding therecorded ldent signals for subsequent sequential discrete calls. Meansseparates the discrete calls and repeatedly dispatches them sequentiallyat periodic intervals, say for example every ten seconds; and in thisway each involved and/or identified aircraft is triggered and/or calledup every ten seconds. Similtaneously with each identified triggering ofan aircraft by means of a discrete call, the transponder means activatesthe telemetering means N of the identified aicraft for the transmissionof navigational and space consideration signals (see means TA).

A typical TCR profile is illustrated in FIG. 1 ofthe drawings andinvolves two theoretical slopes F 2 and Fr]. The cruise altitude isshown as 33,000 feet while the terminal elevation is shown as 1,000feet, and therefore the GP of E1 is three miles beyond the point oftouchdown. The initial waypoint W1 is shown on F,2 and displaced 124miles (value L) from the GP of F,,l, the two theoretical profiles beingparallel one with the other and spaced horizontally 25 miles (value D)apart. in the profile shown, the aircraft is operated at a normal cruisespeed to a phantom waypoint W1 on F,2 at cruise altitude, through awaypoint W2 on R2 at a corridor bypasstfor example) altitude of 15,000feet, to a phantom waypoint W3 on F 1 atsaid terminal corridor bypassaltitude and the waypoint W4 on the final approach portion of 1 ,1.

in accordance with the time flexible energy concept employed herein, theaircraft capability formula is applied to theoretical slope F 2 the sameas it is applied to F ,1 by including the D and L factors as follows:the example values concerning W2 being D z 25, L 70, W2 altitude 15,000,S 3 (see FlG. l) and applying the prevailing winds and the formulafactor K times the function of (GS F,), LIM=D the total slowdown valuein miles is 12, and any portion of which can be utilized if necessary inarriving at W2 within the time flexible energy profile. Therefore, theactual descent of the aircraft to altitude of 15,000 feet can beinitiated 12 miles before reaching W1.

Upon the initial change in altitude from 33,000 feet the waypointshifting means 48 advances programmer 47 from W11 data to W2 data.However, when the aircraft reaches W2 and the diminishing DME value ofthe RNAV equipment reaches its lowest value such as zero, the shiftingmeans 48 senses said arrival and advancestheprograrnmer 47 to W3. As isindicated,

the phan tomiwaypoint is on E Lahead of the actual aircraft descent tothe altitude of 10,000 feet where horizontal flight is resumed atreduced or idle thrust for slowdown to 250 knots. Again, upon change inaltitude from 15,000 feet the waypoint shifting means 46 advances theprogrammer 47 from W3 data to W4 data. The remaining slowdown involvesthe maximum 250 knot speed requirement at and beneath 10,000 feetaltitude and the 220 knot flap speed and/or minimum speed requirementsbefore final approach. The maximum speed of 250 knots indicated ismaintained, for example, in the descent to 4,000 feet above the terminalwhere horizontal flight is again resumed at reduced or idle thrust forslowdown to flap speed of, for example IAS of 220 knots, which ideallyand in practice will be reached upon arrival at the F 1 theoreticalslope and at which point and thereafter the aircraft flight path willcoincide with the theoretical slope F 1 on final approach to thetouchdown waypoint W4. At W4 the RNAV remaining distance readout willagain have reached zero, and which is verified as the aircraft touchestherunway of destination.

The route selection and programmer means 0 is a component that containsthe tracking data necessary for coordinated comparison with thein-fiight progress of the individual aircraft being processed. Like theabove described TCR selector and waypoint computer means K, the means Qis adjustable to anyone of a plurality of assigned TCRs at the terminalinvolved, and it comprises a program selector means 711 and a waypointshifting means 71. For example, there are ten TCR programs 74corresponding respectively with the ten aforementioned TCR programsinstalled in the means K, as is indicated. The program selector means 71is responsive to the TCR selection signal through distribution line 62and involves a decoder which identifies the program selected in means Kand activates the corresponding program 74 installed in said means Q.The program selector means is also responsive to the waypiontidentification and shift signal through line 62, and to the A signalthrough line 65. A goes into the means Q to trigger the associated L andD factors and waypoint altitude factors stored in the correspondingprogram 74. L and D feed from means Q to Verification means WV, while Afeeds from means Q to position computer S.

Referring now to the TCR which is described herein as a typical example,the four waypoints established and through which the processed aircraftmust pass, within tolerance, are related to the time flexible energypath P, In practice, the F, path defines a corridor ceiling limit whilethe optimum descent path defines a floor. All of the waypoints and theterminal are located on an F, path. The offset of the optimum descentfrom these F, paths is created by the deceleration requirements at idlethrust in distance traveled along the horizontal axis from the cruisespeed to a predetermined minimum speed. The vertical axis represents thealtitude trade-off for the speed loss relative to the predeterminedslope which takes into account the aircraft aerodymanics. Therefore, F,is a boundary that should not be penetrated, while penetration below theoptimum descent path can be tolerated; and in accordance with theinvention each program of a TCR is invariably impressed withsequentially available formula data for each waypoint therealong asfollows:

L S (A /1,000) D The programmed waypoint formula data stored in theroute selection programmer and means Q is two dimensional, involvingwaypoint altitude and remaining distance to the waypoint beingapproached, and the optimum flight path profile of the TCR isestablished thereby and which is to be conformed to. The programmermeans Q having been adjusted to the corresponding selected TCR programof means K in the AlC, has the four example waypoints W1 to W4 as shownin FIG. 1. Therefore, the waypoint altitude A for W1 is selected by thepilot adjustment of the VNAV computer as 33,000 feet when he initiatesthe participation of his AIC with the TCC; a feature of the system beingthe absence of this data from the programmed formula for W1 and whichcan be supplied only from altitude information available to the pilotbeofre entering the TCR of his selection. The invariable programmedfactors of said formula are S 3 and D 25, and consequently the placementof W1 is L 124 miles from the G P gf F,,l. However, the ProfileIndicator h ere inabove described will tell the pilot when the aircraftreaches the optimum energy path of E2, and because 12 miles is requiredin order to slow down to predetermined minimum speed, the said path willbe reached at 136 miles from the GP of PHI. Therefore, when 136 milesfrom the GP of P (DME=l2 miles to W3) the pilot in obeyance to theProfile Indicator D throttles back as necessary and descends at cruisespeed to the 15,000 feet level as is required of the TCR; while makingspeed and altitude corrections as may be necessary to remain within thetheoretical slope F,,2 as is required by the said Profile Indicator D.

In accordance with the invention the route selection and programmermeans Q operatoes dependently of the TCR selector and waypoint computermeans K, and accordingly means 0 involves the waypoint shifting means71' that is responsive to a waypoint shift signal when the aircraft isapproaching waypoints such as W1 and W3 and to crossing waypoints suchas W2 and W4 (see FIG. 1); and to this end the means 48 is a dualchannel means that senses both altitude change and/or arrival at awaypoint or destination, and in either instance the program memorystored in means Q is advanced to the next waypoint data impressedthereon. The waypoint shifting means 48 is responsive to change in theDME output, for example when the diminishing output of the DME reversesand commences to increase; while the altitude change sensing f0 means 48is responsive to preset altitude change as expressed by the formula S(AA 1,000) l, and to squelch means responsive to decelerationrequirements. Therefore, upon the initial change in altitude from 33,000feet the shifting means 48 and 71' advance the TCR program memory fromW1 data to W2 data; at which time the means Q values are automaticallychanged to A 15,000 and consequently the placement of W2 is L 70 milesand D 25 miles from the GP of F,l.

\ifiiefi'ihFfrrfaift reaches W2 and the diminishing DME value reversesdirection, the waypoint shifting means 48 and 71 sense said arrival andautomatically advance the TCR program memory to W3; at which time theformula values are automatically changed to 20 D i 0, and consequentlythe placement of W3 is L I 45 miles from the GP of P 1. Again however,the Profile Indicator D hereinabove described will tell the pilot whenthe optimum energy iir'br'iai is reached, and because the same 12 milesis required in order to slow d m h saiipathw b w shes a 5 m m the GP ofP 1. Therefore, when 57 miles from the GP of P 1, (DME 12) the pilotthrottles back in response to the indications of his Profile Indicatoras necessary and descends at cruise speed to the 10,000 feet level ofthe TCR where slowdown to 250 knots is a requirement; while making speed and altitude corrections as may be necessary to remain within thetheoretical slopelfll as is required by the Profile Indicator D.Departure from altitude at 15 ,000 feet is sensed by the waypointshifting means 48 and 71' and the formula values are automaticallychanged to A 1,000 and consequently the placement of W4 is L 3 miles andD 0 miles from tIiE GP FfT I. The optimum energy profile between 15,000feet and touchdown at 1,000 feet can be governed entirely by the ProfileIndicator D as above described, and at touchdown L 3, D and DME =0.

From the foregoing, it will be apparent that the basic measuring pointfor any locus or waypoint on any of the plurality of F, paths is the GPwhere both D and L equal zero. And with a slope factor such as S 3, theL factor locates the waypoints while the D factor establishes thelocation of the F, paths.

The wind storage means R is a component that receives preceding windshear data at the various altitudes along the selected TCRs forsubsequent coordinated comparison with each in-flight aircraft beingprocessed. Like the above described TCR selector and waypoint computermeans K and the route selection and programmer means 0, the means R isadjustable to any one of a plurality of assigned TCR's at the terminalinvolved, and it is responsive to the selector means 71 above described,and comprises an altitude responsive triggering means 72, a datacomparator means 73, and a wind shear memory means 74' and one for eachof the 10 aforementioned TCR programs. The selector means 71 isresponsive to the TCR selection signal through distribution line 62 andthe decoder thereof which identifies the program selected andactivates-the corresponding wind shear memory means 74'. The datacomparator means 73 receives raw data from the inflight aircraft beingprocessed; namely the altitude signal through distribution line 64, theTAS signal through distribution line 66, and the GS signal throughdistribution line 67; and produces a positive or negative summationthereof as the wind shear value and thereby distinguishing between headwinds and tail winds respectively. The triggering means 72 is responsiveto the altitude signal through line 64, and placeably restores the thenprevailing wind shear summation from means 73 into the memory means 74.The said placement into the memory of said summation is made accordingto the value of the triggering altitude signal. Each recording of thecurrent wind shear data is averaged with previously recorded data forthat altitude, and consequently the current wind shear data iscontinuously restored into the memory and placed therein according tothe altitude source thereof; each placement of recorded wind shear databeing accompanied by a permanent invariable signal corresponding to thevalue of the triggering altitude signal and useable for its location.Thus, wind shear data is stored in means R according to altitude and TCRand is available when these facotrs are known.

The wind calculator and summator means SS is a component that receiveswind shear data from the wind storage means R above described, emanatingfrom memory means 74 thereof, and determines the affect of windremaining to touchdown. Means SS involves a speed summator 100, acalculatorg10l and a wind affect summator 102. The speed summator 100 isresponsive to the wind shear signal through line 73' and to a feedbackgroundspeed signal (GS) from time prediction means U through line 64',so as to produce the corrected predicted speed (CPS) on the TCR anddistance out from the terminal being processed. In practice, the scan ofthe wind shear data is performed by the means U later described andinitiates at the altitude of the wind shear data which has just beenre-recorded by the aircraft being processed. The bits of wind shear dataare, in practice, divided into 3 mile increments to the terminal. Thecalculator 101 determines the remaining affective distance portion ofthe bit at the initiating altitude and divides said distance portion bythe corrected predicted groundspeed so as to produce a time bit which isthen summated with the remaining bits of wind affect and distance datato the waypoint. The wind affect summator 102 accumulates the scannedand calculated bits of wind affect-time data, to be available through aline 90.

The position computer means S is a component that calculates therequired locus point of the processed inflight aircraft along the TCRselected by the pilot and along which the aircraft is being navigated;and in accordance with the invention, operates upon the fundamental"aircraft capability formula wherein the position" or distance to thenext waypoint is the unknown to be established for subsequent comparisonwith the known and then prevailing DME. The basic formula P,,, S (A-A /l.000) K (GS-F.) LlM is employed wherein P is the unknown position ordistance from the next waypoint and the invariable factors are S 3, thedenominator 1,000, while the variable in-flight data of the formula isthe deceleration factor K (GS-F,) .LIM 0 as derived through distributionline 63, the altitude A as derived through distribution line 64, and thewaypoint altitude A as derived through distribution line 65' from memorymeans 74. The means S produces a computed "position signal throughoutput line 78,

the value of which represents the required distance to waypoint of theaircraft on its optimum energy path.

The position comparator V is a component that compares the computeddistance to waypoint of the aircraft with the actual DME distance towaypoint thereof, comparing the position computer means S output throughline 78 with the DME output through distribution line 68. The means Vhas an output line I08 producing a position differential signal valueindicating a plus or minus differential from the optimum computeddistance to waypoint.

Two typical tracks are illustrated in FIG. of the drawings, as theywould appear extended within corridor boundaries between two L points L,and L I. being the distance from a waypoint to a waypoint, for examplefrom waypoint W2 to W3. In accordance with this invention the flightsystem is three dimensional as it involves the x, y and z axes on whichthe aircraft are operated within space tolerance, and as related toposition in both the vertical profile and horizontal plane. It is thetrack boundary means 0 which limits aircraft deviation on the y axis inthe horizontal plane of navigation, in order to confine the aircraftoperation to established corridor limits. For example, a standardizedcorridor width is 8 miles with the optimum flight path or track per seextending centrally therethrough on the line L and in referring to FIG.5 it will be seen that deviations from the optimum track describeangular paths which have lateral limits. Said limits can be determinedpractically by trigonometric functions, but detection of such angulardeviations in a narrow elongated corridor is impractical due to acuteangulation and consequent lack of accuracy. However, lateral deviationfrom the optimum track is detected on a practical basis by comparingalong-track factors, wherein accumulated distance data of theprogressing aircraft is compared with a total distance factor and thedifference therebetween subjected to a limiting factor. Accordingly, thetrack boundary means 0 (see FIG. 6) involves a speed computer 150 thatdetermines the average speed of the processed aircraft, a groundspeedsummator 1511 that determines the forward progress of the processedaircraft, a groundspeed differentiator 152 that determines change (AGS atrue airspeed differentiator 152 that determines change (ATAS), a speedsummator 1157 that detects the difference between AGS and ATAS, adistance calculator 153 that determines change of distances (D A D), anda summator and memory means 154 that sums the DME, D +AD and L distancedata, and all of which is based upon sequential time cycles preferablytriggered through line 149 by the 10 second time cycle of the memory ofthe time assignment means TA later described.

The speed computer of the track boundary means 0 determines the averagespeed of in-flight aircraft during the sequential 10 second time cycleperiods represented in FIG. 5 between time points :11, t2, 13, etc. Thecomputer 150 has a first stage 155 with means triggered through line 149to receive and sum sequentially spaced time spaced groundspeed datathrough distribution line 67, and it has a second stage 156 with meansthat divides (by 2) the summation of stage 155 so as to provide theaverage speed for the time interval computed. It will be apparent thatthe time points tll, t2, t3, etc. occur sequentially at the beginningand end of uniform time intervals, and that said time points occur atspaced distance points as the processed in-flight aircraft progresses onits track. Accordingly, sequential computations are made by the speedcomputer; for example, the average speed in the intervals t1-t2, 12-!3,etc.

Referring again to FIG. 5 and in order to differentiate between a truedeceleration and an apparent deceleration as caused by a deflection ofthe aircrafts track from the optimum L,, track, a comparison betweentrue airspeed from line 66 and indicated groundpseed from line 67 ismade. when the aircraft remains on the optimum track and decelerates,both the true airspeed and the groundspeed will decreaseproportionately; a true deceleration. However, as the aircraft follows atrack other than the optimum track and remains at constant speed, thetrue airspeed will remain constant while the groundspeed will decrease,an apparent deceleration that is used by the track boundary control, asfollows; When a condition of true deceleration occurs, detecting means157 discounts that part of the change in groundspeed attritubed to truedeceleration function by comparison with the fact that for anyparticular altitude, the change in true airspeed should be equal to thechange in groundspeed for true deceleration. Any additional change ingroundspeed will be apparent deceleration or apparent acceleration, andwith these facts in mind it will be seen that the aircraft hasflexibility as to path choice and deceleration within the track boundaryand the system is capable of separating true deceleration oracceleration from apparent deceleration or ac celeration. In other thanlevel flight there is on an average a 4% knot change in true airspeedrelative to a constant calibrated air speed for each thousand feet ofchange in altitude. Therefore, this factor is taken into considerationin measuring the difference between true and apparent rate of change ofspeed in other than level flight.

The groundspeed differentiator 152 is a subtraction means that receivesthe sequential average GS output signals from the speed computer 150 andsubtracts one from the other. For example, the average GS in theinterval t1-t2 is subtracted from the average GS in the interval t2-t3,etc. Said A GS is necessarily a function of DME at various angulardeviations from the optimum track L,,, the effect being proportional tothe rate of change of speed and DME signal through distribution line 68which determines the weight to be given to A GS. For example, a 45 angleof deviation at fifty miles out will produce a far smaller A GS than thesame deviation five miles out. Thus, the output of groundspeeddifferentiator I52 produces sequential change in speed (A GS) signals.

The true airspeed differentiator 152 is a subtraction means thatreceives the sequential true ai speed output signals throughdistribution line 66 and ubtracts one from the other. For example, theTAS in the interval tl-l2 is subtracted from the TAS in the intervalr2-t3, etc. The corrective effect of altitude is introduced into means[52' through distribution line 64. Thus, the output of true airspeeddifferentiator 152 produces sequential change in speed (A TAS) signals.

The speed summator 157 of the track boundary means 0 determines theeffective change of speed (A GS A TAS) of the in-flight aircraft duringthe sequential second time cycle periods represented in FIG. 5 betweenthe time points :1, t2, t3, etc. Speed summator 157 is a subtractionmeans that receives the complementary speed difference signals fromdifferentiators 152 and 152' and subtracts one from the other to producethe sum of the effective change in groundspeed (A GS A TAS).

The groundspeed summator 151 of the track boundary means 0 determinesthe effective groundspeed of the in-flight aircraft along its trackduring the sequential 10 second time cycle periods represented in FIG. 5between the time points r1,-z2, :3, etc. The computer 151 is a summatingmeans that receives the average GS output of computer and the sum of theeffective change in groundspeed (A GS A TAS) from summator 157, andsummates these two signals according to the formula G8,, f (A GS A TAS)so as to produce an effective groundspeed signal to be used subsequentlyin determining distance of the in-flight aircraft along its track.

The distance calculator 153 of the track boundary means 0 determineseffective distance (D A D) traveled by the in-flight aircraft during thesequential 10 second time cycle periods represented in FIG. 5 betweenthe time points :1, t2, t3, etc. The calculator 153 is a multiplyingmeans that receives the effective groundspeed signal of the summator 151and multiplies it by the value of the time interval as triggered throughline 149. Thus, the effective distance (D A D) for each sequential timeinterval is determined.

The summator and memory means 154 of the track boundary means 0 sumsboth calculations D and AD with the known DME distance data andsubtracts therefrom the known distance L,,, for example between L; and Land is a summator means having a memory storage for all functions of themeans 0 and recall means located in time assignment means TA, laterdescribed, and which transmits and receives signals through line 149 foreach involved aircraft wherein the total of the time interval distancevalues D and A D are accumulated and the L -L distance subtractedtherefrom for comparison with the prevailing DME against a programmedlimiting factor X supplied through line 148 to the space tolerance meansVV later described. Accordingly, the means 154 receives the time cycledoutput signals (D A D) from the distance calculator 153 (see FIG. 6)summating the same and holding the summation in memory; and separatelythe means 154 adds to the foregoing summation the value of theprevailing DMEv signal through distribution line 68 and subsequentlysubtracts therefrom the optimum track distance or L signal through line77, which is for in stance L L thereby arirving at a computed and/orcalculated deviation (D of the in-flight aircraft and which is to becompared with the permissible lwimit factor X thereof in the means VVnext to be described.

Referring to FIG. 5, the center of the illustration is that of anaircraft that entered the L, leg on the optimum track; but perfection innavigation is not likely. Therefore, the lower half of the illustrationis that of an aircraft that entered the L, leg offset from the optimumtrack and in which case the convergent track becomes a substitute forthe optimum track; and there are, of course, many variations and one ofwhich is shown wherein the offset aircraft continues on a parallel trackf (D A D). A feature of this invention is that the L, legs of flightbetween waypoints are processed separately, the previous processingbeing canceled, there being a sensor means (not shown) that senses thepassing by of the waypoints, preferably through detection of the lowestDME reading which is retained in mem- 21 ory means as a base D factor tobe summated with the D and A D and the prevailing DME as describedabove; thereby accounting for the offset entry of the aircraft into eachsuccessive L, leg of flight. The said base D value is incrementallyreduced and therebyremoved as the L,, distance diminishes. The X factorretained in memory for comparison can be an approximation or ispreferably a variable factor established for each timedistance intervalalong the L leg. That is, X is nonlinear and is a function of distancefrom the waypoint, and in practice from the waypoint ahead of theaircraft, in which case the DME is employed and determinably selects theX factor out of memory in means Q, to be applied in placing the corridorboundary according to the nonlinear functions involved.

When the track boundary control is utilized in other than level flight,there is a difference between the distance from L to L for example andthe distance measured by the DME, because the DME reads horizontally.When decending on at 3 slope the additional distance equal to the DMEreading times the secant of the angle of 3 would be necessary to adjustthe DME reading to the remaining distance along the actual track flown.Therefore, installed in summator and memory means 154 is the saidcorrection factor for a 3 path, for example, times the DME reading to beused when the aircraft is on a descent profile to differentiate betweena descent profile and level flight. There is a line coming from squelchmeans SV to summator and memory means 154 which would allow thiscorrection factor to be effective during the descent and climb profilebut not in level flight.

in order to use the track boundary system in a climb profile it would benecessary to determine the climb angle between any two successivewaypoints and to make a correction to the DME which would be the secantof that angle times the DME reading for the position of the aircraftrelative to the waypoint; and as the climb angle decreased in the climbsector by sector, to successively compute the secant of the anglebetween any two waypoints and apply the computation to the correctionfactor for the DME reading successively. This correction factor is to beinstalled in means and is fed to the track boundary along with the Lfactor with which the track boundary is concerned. The means 150, 151,152, 152', 153 and 154 receive restored memory for summating and/oraveraging, through line 149 from the means TA.

The space tolerance means VV is a two channel com ponent, with a channel160 that determines the permissible deviation from the optimum remainingdistance to a waypoint that is predicted by the position computer S, andwith a channel 161 that determines when there is a track deviationamounting to a boundary infringement as determined by the track boundarymeans 0. Channel 160 determines the plus or minus variance from thecomputed distance and initiates an alert signal when the permissible xaxis deviation is exceeded. The formula employed to operate channel 160of means W is for example 3 4% P,,, l, so that when the output ofposition computer V through line 108 is a value greater than thepredetermined 4 percent of said P but no greater than 3 or less than 1,a comparator circuit in said means issues an alert signal from means VVthrough line 109.

Channel 161 of space tolerance means VV determines when D infringes uponthe programmed space limiting factor X which emanates from the TCRprogrammer means Q through line Md and initiates an alert signal whenthe permissible y axis deviation is exceeded. The formula employed tooperate channel Mil of means VV is for example 0,, X, so that when the Doutput of the track boundary means ll through line 108' is a plus valuegreater than the X signal through line 148 a comparator circuit in saidmeans issues an alert signal to monitor means MS and a deactivatingsignal to the triggering means 72 through a line 1109. Thus, eitherchannel 160 or 161 provides a signal indication when an intolerablypotential dangerous space deviation occurs.

The squelch means S.V is a component that holds the space tolerancealert signal through line M9 in abeyance during the level flightportions of the TCR, during which portions of the descent phenomenon ofthe aircraft capability formula is inapplicable, and switches off thealert signal through line 109 when the aircraft remains within tolerableconfines of the required waypoint altitude. The formula employed tooperated means SV is, for example l S (AA /1,000) l, the S 3 and 1,000being invariable, the A altitude being derived through distribution line64, and the programmed Al altitude of the waypoint being derived throughdistribution line 65' from the programmer means Q. When the input resultis a plus value greater than the predetermined l, or when the inputresult is a minus value greater than the predetermined 1, a switch 110is closed through line 109' so as to transmit the alert signal to themonitor means MS, and to deactivate triggering means 72. ln'practice,both the plus and minus tolerance can require, for example, a 333 footvariation. Therefore, only if the aircraft deviates more than 333 feetfrom the required altitude will the alert signal advise the controlauthority of said variance.

The waypoint verifying means WV is a component that establishes that alldata satisfies the formula, namely the in-flight-A and the programmed Land D data out of the route selection and programmer means Q. The meansWV is preferably an analog computer which is balanced for verificationwhen all variable data is in compliance with the formula valuerequirements; and otherwise an imbalance actuates a malfunction signalmeans through line 79. The formula employed to operate means WV is asfollows:

L S (A /1,000) D The invariable factors are S 3, and the denominator is1,000. The A data is received through distribution line 65. The variabledata L and D is derived from the programmer means 0 through distributionline '77 which passes a verification switch that is closed only when theformula is satisfied. Therefore, any data discrepancies will cause amalfunction signal that will alert the monitor means MS of the TCC andthe MC through telemetering channel 9.

The speed comparator means T is a component that compares the correctedpredicted groundspeed with the actual GS as telemetered from the MC andderived through distribution line 67. Predicted groundspeed fordifferent portions and/or legs of the TCR is stored in the memory 87 ofmeans U and available therefrom through line 67, triggered for exampleby the distance of the in-flight aircraft to the terminal; and thisprogrammed predicted speed is adjusted by the wind shear data throughline 90 so as to provide a corrected predicted speed (CPS) which is thencompared with the actual groundspeed input through line 67. The means Thas an output line 105 producing a signal value indicating a slow orfast speed differential, as the case may be.

The time prediction means U is a component that establishes a correctedremaining time to touchdown at the terminal of destination, i.e., ETA.As shown, the means U comprises a scan trigger means 81, and likecomputer means K and programming means Q the means U is adjustable toany one of a plurality of assigned TCRs at the terminal involved, andalso comprises program means 87 containing predicted altitude, predictedstill-air groundspeed and identity distance to waypoint (terminal ortouchdown) and one program for each of said TCRs, a scanner means 88,and time summator means 91. Said program means 87 is responsive to theTCR selection signal through means 71 and the decoder thereof whichidentifies the program selected and activates the corresponding programmeans 87. Each program 87 for a selected TCR is impressed with aninvariable memory containing still-air data including predicted altitudeand predicted groundspeed and identity distance to waypoint for each 3mile'distance bit impressed therein. The programs 87'are selectivelyreadable by scanner means 88 which is responsive to a distance valuesignal from the scan trigger means 81, an analog circuit having an Linput from the programmer means Q through line 77 and a DME input fromthe in-flight data through distribution line 68. The analog circuit ofcomparator 81 summates the formula DME L S (A,/ l ,000) and produces aremaining distance to waypoint which is employed by the scanner means 88to locate data at said remaining distance on program 87 so as to triggerthe predicted altitude and predicted groundspeed data therefrom. The S(A,/l,000) which is the negative distance from touchdown to GP where A,is the altitude of the terminal, is a selectively set value of minum 3in the example given. The predicted time data is processed by timesummator means 91 which is in the form of an analog circuit responsiveto the time bit data through line 90 and producing a corrected time totouchdown signal through a line 92.

Referring now to the time assignment means TA, dynamic memory means 82and 83 are provided and preferably solid state means through whichinformation is alternately processed synchronously as controlled by atimer 85 so as to establish the repeated processing cycles of seconds.Accordingly, a recorder means 86 is provided to alternately storeinformation into the memory means 82 and 83 respectively, and a readermeans 84 is provided to alternately withdraw information from the memroymeans 82 and 83 respectively. In practice, the timer 85 is a phaseshifter that reversely activates the recorder means 86 and reader means84, so that current information is recorded in one memory means whilepreviously recorded information is simultaneously withdrawn from theother memroy means, and vice versa. The information recorded andsubsequently read from memory means 82 and 83 is the corrected time totouchdown signal through line 92 from the time predictor U and the identsignal through line 61' from transponder means LL and the computed sum(D A D) D, signal through line 149, the three signals being individuallystored in the memory means. A feature is the separation of these threesignals and the forwarding of comparative independently detectable timeto touchdown signals and the forwarding of the corresponding identsignals that feed back to transponder means LL from the reader means 84through line 61". To these ends, reader means 84 has an inspectiondirective, and a feedback is provided in line 61" which issues from thereader 84 and extends back to the transponder means LL for triggeringin-flight data from the aircraft being processed. Thus, there is astorage of time to touchdown and associated ident information and thesum of D A D) D, recorded into alternate memories every 10 seconds.

The time to touchdown signals recorded on the memory means 82 or 83 andretained for two phase shifts yield the sequentially related timeremaining to touchdown value of all identified in-range aircraft beingprocessed by the TCC. The reader means 84 has, therefore, twodirectives, first a dual channel scan directive in ameans that searchessaid restored ten second old information for the specific purpose ofcomparing the time to touchdown of the next following aircraft with thatof the aircraft being processed. In practice, a zero to 3,000 secondsearch in, effective flight time is sufficient to extend to all possiblein-range aircraft, said search being easily accomplished electronicallywithin said 10 second time cycle, beginning with the nearest aircraft totouchdown and seeking sequentially the next larger remaining time totoughdown signal values recorded in the memory being searched. A featureis the introduction and insertion into memory in the TCC of eachtransponding aircraft and the sequential calling up of said aircraft forprocessing. In present practice, transponding involves several channelsof information and the initiating ident signal is received through anexclusive ident channel from each aircraft and placed in an ident memorymeans 165 according to its time of reception and subject to individualsuccessive removal therefrom. The purpose of ident memory means 165 isto receive new aircraft arrivals without interfering with the processingof other aircraft in memories 82 and/or 83. The 0 to 3,000 second searchof reader 84 has a reserve search section, for examle from 2,991 to3,000 sec. during which trigger means 166 extracts sequential identinformation stored in memory 165 and removing it while simultaneouslyreturning said ident information as a signal through line 165.Accordingly, each transponding aircraft is placed in memory and when anyone of said idented aircraft and its time to touchdown recording issought out for processing through one channel, its associated identrecording is then available and feeds back through a second channel totransponder measn LL so as to trigger the in-flight data from theaircraft having that identity. Simultaneously with this sequentialselective dual scanning of all processed inrange aircraft, the timeremaining to touchdown signal of the next following aircraft is alsowithdrawn from memory. Therefore, a single channel scan directive in ameans that searches said restored ten second old information istriggered by the aforementioned dual channel means finding its said nextlarger remaining signal value and seeks sequentially the next largerremaining time to touchdown signal value recorded in the memory beingsearched. The said time to touchdown signals detected by said dual andsingle channel means are withdrawn from reader 84 through ines 94' and94" for subsequent processing in a comparator means 95 that determinesthe time interval therebetween and which is forwarded through line 96 tothe stranger alert means SA next to be described.

The stranger alert means SA is a component that limits the proximity ofnext adjacent aircraft to a predetermined time interval plus a variablebuffer, and that issues speed-up and slow-down signals to aircraftselected thereby as best capable of performing the speed change requiredin order to effect the required time spacing. The time spacing for allinrange aircraft is established by the basic directive, for example,that no two aircraft shall be within 45 seconds of each other. If a timeinfringement does occur, then the means SA compares the groundspeed (GS)and the corrected predicted speed (CPS) of the processed aircraft anddecides whetehr or not to issue a speed up requirement, and if a speedup of the processed aircraft is not permissible a slow down requirementis issued to the next following aircraft, all according to timeremaining to touchdown as detected by this inspection. The speedrequirement signals are enabled by the speed comparator means T whichproduces the signal that shows whether or not the processed aircraft canmake the required speed change. As best shown in FIG. 4 of thedrawings,.the means SA involves a time interval generator 130, a buffergenerating means 131, a time totalizing means 99, a time to touchdowncomparator means 140, a speed requirement generator means 132, aslowdown command memory means 133, and a speeD-up command means 134. Theabove enumerated means are responsive to the signal values through lines96 from the time assignment means TA, and 105 from the speed comparatormeans T.

Referring now to the time interval generator 130, the basic timeinterval directive is selectively variable from 45 seconds to greatervalues as is controlled by a manually adjustable means as circumstancesrequire, having an output line 97 transmitting a basic time intervalsignal.

Referring now to the buffer generating means 131 which divides CPS-GSfrom line 105 by two a buffer is produced to be added to the basic timeinterval directive produced by generator 130. The formula CPS- GS/Z issatisfactory for present day aircraft, affording a reasonable buffermargin when two proximate aircraft are operating at different speeds. Asshown, means 131 has a time buffer output line 98 transmitting avariable buffer signal which affords a margin for speed correction.

The basic interval and buffer signals through lines 97 and 98 are summedin the totalizing means 99, thereby establishing a required timeseparation between the aircraft being processed and the next followingaircraft. In accordancewith the invention, this total time separationrequired issues from means 99 through line 96' for comparison with thetime interval signal issued from comparator 95 through line 96.Accordingly, the comparator means 140 receives said two time orientedsignals and produces therefrom either a positive signal through line I40or a negative absent signal (requires no transmission), these twoalternate signals being controlling in the determination of issuingcommand signals from means 133 and 134 next to be described. It

is significant that in any event there will be a functionvalue in line96', and to simultaneously alert the monitor means MS to this timeinfringement through line 145. Alternatively, if the means 144) issues anegative signal, the directive of said means is to take no action uponthe aircraft then being processed.

The speed-up and slow-down command means 1134i and 133 transmit a signalvalue received from the speed requirement generator means 132 whichcalculates the amount of acceleration or deceleration required. inpractice, the means 132 employs the formula CPS- GS/2 divided by thebasic time interval established by the time interval generator 130.Therefore, lines 97 and 98 extend to the means 132 to be processed intoa proportional speed requirement signal issuing to command means 133 and134 through line 132'.

The speed-up command means 134 involves a blocking means responsive tothe formula CPS-GS through line 105 and has the directive to pass theproportional speed requirement signal from means I32 only when theprocessed aircraft has the capability of accelerating. That is, onlywhen the resultant of line 105 is a positive signal, when thegroundspeed GS is less than the corrected predicted speed CPS, is themeans 1134 switched so as to pass the signal from line 132 to outputline and on the contrary when the resultant of line is a negativesignal, when GS substantially equals or exceeds the CPS, means 134transfers the signal from 132' through line 132 and into the slowdowncommand memory means 133. Thus, when a time infringement exists andcannot be corrected by the aircraft being processed, the correctivesignal value is placed into memory in the command means 133 forsubsequent employment in directing the next following aircraft to beprocessed.

Said next following aircraft to be processed is subjected to each andevery function hereinabove described when the processing of the aircraftpreceding it is completed, and in practice the operation of the mosttime consuming component of the system isemployed as the trigger foradvancing the processing from one aircraft to the next. For example, thetime predictor means U is perhaps the most timeconsuming in itsoperation and its output signal through line 92 is used as a pulse toadvance the reader 84 to the next pair of proximate aircraft, all ashereinabove described. Accordingly and upon the stepped up positioningof the reader 84, the next following aircraft is processed and its identcall established etc., following which the speed requirement signalretained in the slow-down command memory means 133 is triggered by thesignal pulse in line 61" to issue into output line 70. A feature is thesquelch means134' which responds to a signal from the memory of means133 and which then blocks any conflicting directive to the aircraft thenbeing processed and so as to give the previously stored slowdownrequirement effect without interrupting full processing thereof whichcould affect next following aircraft.

Having described only a typical preferred form and application of myinvention, I do not wish to be limited or restricted to the specificdetails herein set forth, but wish to reserve to myself anymodifications or variations that may appear to those skilled in the art:

Having described my invention, I claim:

ll. In combination: aircraft borne instrumentation comprising,telemetering means. transmitting in-flight navigational altitude, speedand distance data from the aircraft and receiving control signals, andreadout means converting said control signals into pilot orientedinformation; and a ground based computer comprising, telemetering meansreceiving said in-flight navigational altitude, speed and distance datafrom the aircraft, and means processing said inflight navigationalaltitude, speed and distance data in relation to a flight profile ofsaid aircraft in the determination of control signals, and said groundcomputer telemetering means transmitting said control signals forreception by said aircraft borne instrumentation.

2. The combined airborne instrumentation and ground based computer asset forth in claim 1, wherein said aircraft borne instrumentationincludes a variable deceleration means producing in-flight decelerationdata and said telemetering means thereof includes means transmittingsaid deceleration data of the inflight aircraft, and wherein said groundbased computer means relates said deceleration data to the said flightprofile of said aircraft in the determination of said control signals.

3. The combined airborne instrumentation and ground based computer asset forth in claim 1, wherein the airborne instrumentation readout meansis a speedup or slow-down indicator.

4. The combined airborne instrumentation and ground based computer asset forth in claim 1, wherein the airborne instrumentation includes aprofile indicating means comprising, equipment having a waypointdistance means determining therefrom a waypointdistance output signal,said equipment having a rate of change of distance means producing anoutput signal and with means responsive thereto to position a slopepointer, an altitude detecting means producing an output signal, andwaypointaltitude means producing a waypoint altitude output signal,summation means combining the waypoint distance output and rate ofchange of distance output signals with said altitude and said waypointaltitude output signals and each according to its effect producing acontrol signal, and drive means responsive to said control signal andpositioning a profile needle, whereby the relative positions of theslope pointer and profile needle are comparable for pilot operation ofthe aircraft.

5. The combined airborne instrumentation and ground based computer asset forth in claim 1, wherein the airborne instrumentation includes aprofile indicating means comprising, equipment having a waypointdistance means determining therefrom a waypoint distance output signal,said equipment having a rate of change of distance means producing anoutput signal and with means responsive thereto to position a slopepointer, an altitude detecting means producing an output signal, andwaypoint altitude means producing a waypoint altitude output signal,summation means combining the waypoint distance output and rate ofchange ofdistance output signals with said altitude and said waypointaltitude output signals and each accord ing to its effect producing acontrol signal,and drive means responsive to said control signal andpositioning a profile needle, whereby the relative positions of theslope pointer and profile needle are comparable for pilot operation ofthe aircraft, and wherein the telemetering means of said instrumentationincludes means transmitting altitude, waypoint altitude, rate of changeof distance and a way-point distance signal comprising said in-flightnavigational data, and wherein said ground based computer means relatessaid in-flight navigational data to a flight profile of said aircraft inthe determination of said control signals.

6. The combined airborne instrumentation and ground based computer asset forth in claim 1, wherein the airborne instrumentation includes aprofile indicating means comprising, equipment having a waypointdistance means determining therefrom a waypoint distance output signal,said equipment having a rate of change of distance means producing anoutput signal and with means responsive thereto to position a slopepointer, an altitude detecting means producing an output signal, avariable deceleration means producing an output signal, and waypointaltitude means producing a waypoint altitude output signal, summationmeans combining the waypoint distance output and rate of change ofdistance output signals with said altitude, said waypoint altitude andwith said deceleration output signals and each according to its effectproducing a control signal, and drive means responsive to said controlsignal and positioning a profile needle, whereby the relative positionsof the slope pointer and profile needle are comparable for pilotoperation of the aircraft.

7. The combined airborne instrumentation and ground based computer asset forth in claim 1, wherein the airborne instrumentation includes aprofile indicating means comprising, equipment having a waypointdistance means determining therefrom a waypoint distance output signal,said equipment having a rate of change of distance means producing anoutput signal and with means responsive thereto to position a slopepointer, an altitude detecting means producing an output signal, avariable deceleration means producing an output signal, and waypointaltitude means producing a waypoint altitude output signal, summationmeans combining the waypoint distance output and rate of change ofdistance output signals with said altitude, said waypoint altitude andwith said deceleration output signals and eachaccording to its effectproducing a control signal, and drive means responsive to said controlsignal and positioning a profile needle, whereby the relative positionsof the slope pointer and profile needle are comparable for pilotoperation of the aircraft, wherein the telemetering means of saidinstrumentation includes means transmitting said deceleration meansoutput signal, altitude,iwaypoint altitude rate of change of distanceand remaining distance signals comprising said in-flight navigationaldata, and wherein said ground based computer means relates saidin-flight navigational data to a flight profile of said aircraft in thedetermination of said control signals.

8. in combination: aircraft borne instrumentation comprising,transponder means generating an ident signal and with trigger meansresponding to a discrete call signal, telemetering means activated bysaid trigger means and transmitting in-flight navigational data from theaircraft and receiving control signals, and readout means convertingsaid control signals to pilot oriented information; and a ground basedcomputer comprising, telemetering means receiving said ident signal andsaid in-flight navigational data from the aircraft, transponder meansrecognizing said ident signal and with responder means generating acorresponding discrete call signal, means processing said in-flightnavigational data into control signals, and said ground based computertelemetering means transmitting said discrete call sig-

1. In combination: aircraft borne instrumentation comprising,telemetering means transmitting in-flight navigational altitude, speedand distance data from the aircraft and receiving control signals, andreadout means converting said control signals into pilot orientedinformation; and a ground based computer comprising, telemetering meansreceiving said in-flight navigational altitude, speed and distance datafrom the aircraft, and means processing said inflight navigationalaltitude, speed and distance data in relation to a flight profile ofsaid aircraft in the determination of control signals, and said groundcomputer telemetering means transmitting said control signals forreception by said aircraft borne instrumentation.
 2. The combinedairborne instrumentation and ground based computer as set forth in claim1, wherein said aircraft borne instrumentation includes a variabledeceleration means producing in-flight deceleration data and saidtelemetering means thereof includes means transmitting said decelerationdata of the in-flight aircraft, and wherein said ground based computermeans relates said deceleration data to the said flight profile of saidaircraft in the determination of said control signals.
 3. The combinedairborne instrumentation and ground based computer as set forth in claim1, wherein the airborne instrumentation readout means is a speed-up orslow-down indicator.
 4. The combined airborne instrumentation and groundbased computer as set forth in claim 1, wherein the airborneinstrumentation includes a profile indicating means comprising,equipment having a waypoint distance means determining therefrom awaypoint distance output signal, said equipment having a rate of changeof distance means producing an output signal and with means responsivethereto to position a slope pointer, an altitude detecting meansproducing an output signal, and waypoint altitude means producing awaypoint altitude output signal, summation means combining the waypointdistance output and rate of change of distance output signals with saidaltitude and said waypoint altitude output signals and each according toits effect producing a control signal, and drive means responsive tosaid control signal and positioning a profile needle, whereby therelative positions of the slope pointer and profile needle arecomparable for pilot operation of the aircraft.
 5. The combined airborneinstrumentation and ground based computer as set forth in claim 1,wherein the airborne instrumentation includes a profile indicating meanscomprising, equipment having a waypoint distance means determiningtherefrom a waypoint distance output signal, said equipment having arate of change of distance means producing an output signal and withmeans responsive thereto to position a slope pointer, an altitudedetecting means producing an output signal, and waypoint altitude meansproducing a waypoint altitude output signal, summation means combiningthe waypoint distance output and rate of change of distance outputsignals with said altitude and said waypoint altitude output signals andeach according to its effect producing a control signal, and drive meansresponsive to said control signal and positioning a profile needle,whereby the relative positions of the slope pointer and profile needleare comparable for pilot operation of the aircraft, and wherein thetelemetering means of said instrumentation includes means transmittingaltitude, waypoint altitude, rate Of change of distance and a way-pointdistance signal comprising said in-flight navigational data, and whereinsaid ground based computer means relates said in-flight navigationaldata to a flight profile of said aircraft in the determination of saidcontrol signals.
 6. The combined airborne instrumentation and groundbased computer as set forth in claim 1, wherein the airborneinstrumentation includes a profile indicating means comprising,equipment having a waypoint distance means determining therefrom awaypoint distance output signal, said equipment having a rate of changeof distance means producing an output signal and with means responsivethereto to position a slope pointer, an altitude detecting meansproducing an output signal, a variable deceleration means producing anoutput signal, and waypoint altitude means producing a waypoint altitudeoutput signal, summation means combining the waypoint distance outputand rate of change of distance output signals with said altitude, saidwaypoint altitude and with said deceleration output signals and eachaccording to its effect producing a control signal, and drive meansresponsive to said control signal and positioning a profile needle,whereby the relative positions of the slope pointer and profile needleare comparable for pilot operation of the aircraft.
 7. The combinedairborne instrumentation and ground based computer as set forth in claim1, wherein the airborne instrumentation includes a profile indicatingmeans comprising, equipment having a waypoint distance means determiningtherefrom a waypoint distance output signal, said equipment having arate of change of distance means producing an output signal and withmeans responsive thereto to position a slope pointer, an altitudedetecting means producing an output signal, a variable decelerationmeans producing an output signal, and waypoint altitude means producinga waypoint altitude output signal, summation means combining thewaypoint distance output and rate of change of distance output signalswith said altitude, said waypoint altitude and with said decelerationoutput signals and each according to its effect producing a controlsignal, and drive means responsive to said control signal andpositioning a profile needle, whereby the relative positions of theslope pointer and profile needle are comparable for pilot operation ofthe aircraft, wherein the telemetering means of said instrumentationincludes means transmitting said deceleration means output signal,altitude, waypoint altitude rate of change of distance and remainingdistance signals comprising said in-flight navigational data, andwherein said ground based computer means relates said in-flightnavigational data to a flight profile of said aircraft in thedetermination of said control signals.
 8. In combination: aircraft borneinstrumentation comprising, transponder means generating an ident signaland with trigger means responding to a discrete call signal,telemetering means activated by said trigger means and transmittingin-flight navigational data from the aircraft and receiving controlsignals, and readout means converting said control signals to pilotoriented information; and a ground based computer comprising,telemetering means receiving said ident signal and said in-flightnavigational data from the aircraft, transponder means recognizing saidident signal and with responder means generating a correspondingdiscrete call signal, means processing said in-flight navigational datainto control signals, and said ground based computer telemetering meanstransmitting said discrete call signal and said control signals forreception by said aircraft born instrumentation.
 9. The combinedairborne instrumentation and ground based computer as set forth in claim8, wherein said aircraft borne telemetering means includes meanstransmitting altitude, speed and distance data of the in-flightaircraft, and wherein said ground based computer means relates saidaltitude, speed and distance data to a flight profile of said aircraftin the determination of said control signals.
 10. The combined airborneinstrumentation and ground based computer as set forth in claim 8,wherein said aircraft boren instrumentation includes altitude datameans, speed data means, distance data means and a variable decelerationmeans producing in-flight data and said telemetering means thereofincludes means transmitting said deceleration data, altitude, speed anddistance data of the in-flight aircraft, and wherein said ground basedcomputer means relates said deceleration data, altitude, speed anddistance data to a flight profile of said aircraft in the determinationof said control signals.
 11. The combined airborne instrumentation andground based computer as set forth in claim 8, wherein the airborneinstrumentation includes a profile indicating means comprising,equipment having a waypoint distance means determining therefrom awaypoint distance output signal, said equipment having a rate of changeof distance means producing an output signal and with means responsivethereto to position a slope pointer, an altitude detecting meansproducing an output signal, and waypoint altitude means producing awaypoint altitude output signal, summation means combining the waypointdistance output and rate of change of distance output signals with saidaltitude and said waypoint altitude output signals and each according toits effect producing a control signal, and drive means responsive tosaid control signal and positioning a profile needle, whereby therelative positions of the slope pointer and profile needle arecomparable for pilot operation of the aircraft.
 12. The combinedairborne instrumentation and ground based computer as set forth in claim8, wherein the airborne instrumentation includes a profile indicatingmeans comprising, equipment having a waypoint distance means determiningtherefrom a waypoint distance output signal, said equipment having arate of change of distance means producing an output signal and withmeans responsive thereto to position a slope pointer, an altitudedetecting means producing an output signal, and waypoint altitude meansproducing a waypoint altitude output signal, summation means combiningthe waypoint distance output and rate of change of distance outputsignals with said altitude and said waypoint altitude output signals andeach according to its effect producing a control signal, and drive meansresponsive to said control signal and positioning a profile needle,whereby the relative positions of the slope pointer and profile needleare comparable for pilot operation of the aircraft, and wherein thetelemetering means of said instrumentation includes means transmittingaltitude, rate of change of distance and waypoint distance signalscomprising said in-flight navigational data, and wherein said groundbased computer means relates said in-flight navigational data to aflight profile of said aircraft in the determination of said controlsignals.
 13. The combined airborne instrumentation and ground basedcomputer as set forth in claim 8, wherein the airborne instrumentationincludes a profile indicating means comprising, equipment having awaypoint distance means determining therefrom a waypoint distance outputsignal, said equipment having a rate of change of distance meansproducing an output signal and with means responsive thereto to positiona slope pointer, an altitude detecting means producing an output signal,a variable deceleration means producing an output signal, and waypointaltitude means producing a waypoint altitude output signal, summationmeans combining the waypoint distance output and rate of change ofdistance output signals with said altitude, said waypoint altitude andwith said deceleration output signals and each according to its effectproducing a control signal, and drive means responsive to said controlsignal and positioning a profile needle, whereby the relative positionof the slope pointer and profiLe needle are comparable for pilotoperation of the aircraft.
 14. The combined airborne instrumentation andground based computer as set forth in claim 8, wherein the airborneinstrumentation includes a profile indicating means comprising,equipment having a waypoint distance means determining therefrom awaypoint distance output signal, said equipment having a rate of changeof distance means producing an output signal and with means responsivethereto to position a slope pointer, an altitude detecting meansproducing an output signal, a variable deceleration means producing anoutput signal, and waypoint altitude means producing a waypoint altitudeoutput signal, summation means combining the waypoint distance outputand rate of change of distance output signals with said altitude, saidwaypoint altitude and with said deceleration output signals and eachaccording to its effect producing a control signal, and drive meansresponsive to said control signal and positioning a profile needle,whereby the relative positions of the slope pointer and profile needleare comparable for pilot operation of the aircraft, wherein thetelemetering means of said instrumentation includes means transmittingsaid deceleration means output signal, altitude, waypoint altitude andrate of change of distance signals comprising said in-flightnavigational data, and wherein said ground based computer means relatessaid in-flight navigational data to a flight profile of said aircraft inthe determination of said control signals.
 15. In combination: aircraftborne instrumentation comprising, Terminal Corridor Route selector meansgenerating a TCR signal, telemetering means transmitting said TCR signaland in-flight navigational data from the aircraft and receiving controlsignals, and readout means converting said control signals into pilotoriented information; and a ground based computer comprising,telemetering means receiving said TCR signal and said in-flightnavigational data from the aircraft, a route selection and programmermeans storing TCR profile data and having a TCR selector meansresponsive to said TCR signal and activated thereby to adjust theprogrammer means to said TCR profile data, and means relating saidin-flight navigational data to said selected TCR profile data andprocessing the same into control signals, and said ground computertelemetering means transmitting said control signals for reception bysaid aircraft borne instrumentation.
 16. The combined airborneinstrumentation and ground based computer as set forth in claim 15,wherein said aircraft borne Terminal Corridor Route selector meansincludes means establishing a plurality of programmed waypoints, andwherein the ground based computer means includes a waypoint shiftingmeans adjusting the said selected TCR profile data to said programmedwaypoints as it relates to the in-flight navigational data.
 17. Thecombined airborne instrumentation and ground based computer as set forthin claim 15, wherein said aircraft borne Terminal Corridor Routeselector means includes waypoint shifting means producing waypoint shiftsignals and including telemetering means transmitting said waypointshift signals, and wherein the ground based computer means includes aresponsive waypoint shifting means and telemetering means receiving saidwaypoint shift signals and applying them to the last mentioned waypointshifting means to adjust the said selected TCR profile data as itrelates to the in-flight navigational data.
 18. The combined airborneinstrumentation and ground based computer as set forth in claim 15,wherein said aircraft borne Terminal Corridor Route selector meansincludes waypoint shifting means activated by altitude change sensingmeans and producing waypoint shift signals and including telemeteringmeans transmitting said waypoint shift signals, and wherein the groundbased computer means includes a responsive waypoint shifting means andtelemetering means receiviNg said waypoint shift signals and applyingthem to the last mentioned waypoint shifting means to adjust the saidselected TCR profile data as it relates to the in-flight navigationaldata.
 19. The combined airborne instrumentation and ground basedcomputer as set forth in claim 15, wherein the said aircraft borneTerminal Corridor Route selector means includes waypoint shifting meansactivated by distance to waypoint sensing means and producing waypointshift signals and including telemetering means transmitting saidwaypoint shift signals, and wherein the ground based computer meansincludes a responsive waypoint shifting means and telemetering meansreceiving said waypoint shift signals and applying them to the lastmentioned waypoint shifting means to adjust the said selected TCRprofile data as it relates to the in-flight navibational data.
 20. Thecombined airborne instrumentation and ground based computer as set forthin claim 15, wherein said aircraft borne Terminal Corridor Routeselector means includes waypoint shifting means activated by altitudechange sensing means and distance to waypoint sensing means andproducing waypoint shift signals and including telemetering meanstransmitting said waypoint shift signals, and whrein the ground basedcomputer means includes a responsive waypoint shifting means andtelemetering means receiving said waypoint shift signals and applyingthem to the last mentioned waypoint shifting means to adjust the saidselected TCR profile data as it relates to the in-flight navigationaldata.
 21. The combined airborne instrumentation and ground basedcomputer as set forth in claim 15, wherein said aircraft borneinstrumentation includes Area Navigation Equipment with waypointcomputing means and waypoint shifting means activated by distance towaypoint sensing means and producing waypoint shift signals andtelemetering means transmitting the same, and wherein the ground basedcomputer means includes a responsive waypoint shifting means andtelemetering means receiving said waypoint shift signals and applyingthe same to the last mentioned waypoint shifting means to adjust thesaid selected TCR profile data as it relates to the in-flightnavigational data.
 22. The combined airborne instrumentation and groundbased computer as set forth in claim 15, wherein said aircraft borneinstrumentation includes Vertical Navigation Equipment with waypointcomputing means and waypoint shifting means activated by altitude changesensing means and producing waypoint shift signals and telemeteringmeans transmitting the same, and wherein the ground based computer meansincludes a responsive waypoint shifting means and telemetering meansreceiving said waypoint shift signals and applying the same to the lastmentioned waypoint shifting means to adjust the said selected TCRprofile data as it relates to the in-flight navigational data.
 23. Thecombined airborne instrumentation and ground based computer as set forthin claim 15, wherein said aircraft borne instrumentation includes AreaNavigation Equipment and Vertical Navigation Equipment both withwaypoint computing means on the horizontal axes and vertical axisrespectively and with complementary waypoint shifting means activated bydistance to waypoint sensing means and altitude change sensing meansrespectively and producing waypoint shift signals and telemetering meanstransmitting the same, and wherein the ground based computer meansincludes a responsive waypoint shifting means and telemetering meansreceiving said waypoint shift signals and applying same to the lastmentioned waypoint shifting means to adjust the said selected TCRprofile data as it relates to the in-flight navigational data.
 24. Thecombined airborne instrumentation and ground based computer as set forthin Claim 15, wherein the aircraft borne instrumentation includestransponder means generating an ident signal and with trigger meansresponding to a discrete call Signal to activate said telemeteteringmeans thereof, and wherein the ground based computer includestrans-ponder means recognizing said ident signal and with respondermeans generating a discrete call signal, and said computer telemeteringmeans transmitting said discrete call signal for reception by saidaircraft borne instrumentation.
 25. An aircraft track boundary controlcomprising; means generating a groundspeed signal, means generating atrue airspeed signal, and means generating a remaining distance signalas in-flight navigational data, means generating an optimum trackdistance signal, means generating a sequential time interval signal, andtrack boundary means including a speed memory and averaging computerresponsive to said groundspeed signal and producing a speed averageoutput, a groundspeed differentiator determining change of groundspeedbetween said sequential time interval signals and a true airspeed memoryand differentiator determining change of true airspeed between saidsequential time interval signals and a summator subtracting thedeterminations of said two aforementioned differentiators and producingan effective change in groundspeed signal, a groundspeed memory andsummator summing the outputs of said speed averaging computer and saidfirst mentioned summator and producing a groundspeed output signal, anda distance calculator responsive to said groundspeed summatorgroundspeed output signal related to said time interval signal andproducing a change of distance output, and a summator totaling the saidremaining distance signal and the said change of distance output andsubtracting therefrom the said optimum track distance signal andproducing a track deviation signal of the aircraft on the y axistransverse of the optimum flight track.
 26. The aircraft track boundarycontrol as set forth in claim 25, wherein the speed averaging computerproduces a speed average output for each time interval signal, whereinthe groundspeed summator is an adder of said speed average output andsaid effective change in groundspeed of said first mentioned summator,wherein the said speed differentiators are subtractors of saidsequential groundspeed average and true airspeed outputs respectively,and the distance calculator is a multiplier of effective groundspeed andsaid time interval signal, and wherein the last mentioned summator hasmemory means totaling outputs of the distance calculator to be summedwith the remaining distance signal.
 27. The aircraft track boundarycontrol as set forth in claim 25, wherein the speed averaging computeris an adder of said groundspeed signals at time intervals triggered bysaid sequential time interval signal and is a divider thereof producingsaid speed average output, wherein the groundspeed summator is an adderof said speed average output and said effective change in groundspeed ofsaid first mentioned summator, wherein the said speed differentiatorsare subtractors of said sequential groundspeed average and true airspeedoutputs respectively, and the distance calculator is a multiplier ofeffective groundspeed value and said time interval signal and triggeredthereby, and wherein the last mentioned summator has memory meanstotaling outputs of the distance calculator to be summed with the saidremaining distance signal.
 28. The aircraft track boundary control asset forth in claim 25, there being space tolerance means responsive to aprogrammer means of predetermined permissible y axis deviationestablishing a programmed limiting factor and with a comparator meansdetermining when said track deviation signal is greater than saidprogrammed limiting factor.
 29. The aircraft track boundary control asset forth in claim 25, wherein the means generating a groundspeed signaland the means generating a remaining distance signal are aircraft bornewith telemetering means that transmits said aforementioned signals asin-flight navigational data, and wherein the means generating an optimumtrack distance Signal and said track boundary means are ground basedwith telemetering means that receives said aforementioned signals forprocessing.
 30. The aircraft track boundary control as set forth inclaim 25, wherein the means generating a groundspeed signal, the meansgenerating a true airspeed signal and the means generating a remainingdistance signal are aircraft borne with telemetering means thattransmits said aorementioned signals as in-flight navigational data,wherein the means generating an optimum track distance signal and saidtrack boundary means are ground based with telemetering means thatreceives said aforementioned signals for processing, wherein the speedaveraging computer produces a speed average output for each timeinterval signal, wherein the groundspeed summator is an adder of saidspeed average output and said effective change in groundspeed of saidfirst mentioned summator, wherein the said speed differentiators aresubtractors of said sequential groundspeed average and true airspeedoutputs respectively, and the distance calculator is a multiplier ofeffective groundspeed and said time interval signal, and wherein thelast mentioned summator has memory means totaling outputs of thedistance calculator to be summed with the said remaining distancesignal.
 31. The aircraft track boundary control as set forth in claim25, wherein the means generating a groundspeed signal, the meansgenerating a true airspeed signal and the means generating a remainingdistance signal are aircraft borne with telemetering means thattransmits said aforementioned signals as in-flight navigational data,wherein the means generating an optimum track distance signal and saidtrack boundary means are ground based with telemetering means thatreceives said aforementioned signals for processing, wherein the speedaveraging computer is an adder of said groundspeed signals at timeintervals triggered by said sequential time interval signal and is adivider thereof producing said speed average output, wherein thegroundspeed summator is an adder of said speed average output and saideffective change in groundspeed of said first mentioned summator,wherein the speed differentiators are subtractors of said sequentialgroundspeed average and true airspeed outputs respectively, and thedistance calculator is a multiplier of effective groundspeed value andsaid time interval signal and triggered thereby, and wherein the lastmentioned summator has memory means totaling outputs of the distancecalculator to be summed with the said remaining distance signal.
 32. Theaircraft track boundary control as set forth in claim 25, wherein themeans generating a groundspeed signal, the means generating a trueairspeed signal and the means generating a remaining distance signal areaircraft borne with telemetering means that transmits saidaforementioned signals as in-flight navigational data, and wherein themeans generating an optimum track distance signal and said trackboundary means are ground based with telemetering means that receivessaid aforementioned signals for processing, there being space tolerancemeans responsive to a programmer means of predetermined permissible yaxis deviation establishing a programmed limiting factor and with acomparator means determining when said track deviation signal is greaterthan said programmed limiting factor.
 33. The aircraft track boundarycontrol as set forth in claim 25, wherein the means generating agroundspeed signal, the means generating a true airspeed signal and themeans generating a remaining distance signal are aircraft borne withtelemetering means that transmits said aforementioned signals asin-flight navigational data and with transponder means generating anident signal and with trigger means responding to a discrete call signalto activate said telemetering means, wherein the means generating anoptimum track distance signal and said track boundary means are groundbased with telemetering means that receives said aforementioneD signalsfor processing and with transponder means recognizing said ident signaland with responder means generating a discrete call signal, and saidcomputer telemetering means transmitting said discrete call signal forreception by said aircraft borne transponder means.
 34. The aircrafttrack boundary control as set forth in claim 25, there being a truedecelaration detecting means discounting change in groundspeedattributed to true deceleration.
 35. The aircraft track boundary controlas set forth in claim 25, wherein there are means generating a trueairspeed signal and means generating an altitude signal, there beingtrue deceleration detecting means responsive to a comparison between thesaid groundspeed signal and true airspeed signal as corrected by theeffect of the altitude signal, discounting change in groundspeedattributed to true deceleration.
 36. An aircraft track profilecompliance verifier comprising: means generating a waypoint altitudesignal, a programmer means storing waypoint requirement datacomplementary to said waypoint altitude signal; and waypoint verifyingmeans including, means generating a slope requirement factor, meansrelating said waypoint altitude signal and waypoint requirement data tosaid slope requirement factor, and alert means detecting any imbalancein the relation of the signal and data in the aforementioned means. 37.The aircraft track profile compliance verifier as set forth in claim 36and wherein the programmer means stores waypoint distance from sea levelgroundpoint as waypoint requirement date.
 38. The aircraft track profilecompliance verifier as set forth in claim 36 and wherein the programmermeans stores waypoint distance from sea level groundpoint and slopeoffset from sea level groundpoint as waypoint requirement data.
 39. Theaircraft track profile compliance verifier as set forth in claim 36,wherein the programmer means stores waypoint distance from sea levelgroundpoint and slope offset from sea level groundpoint as waypointrequirement data, and wherein the means relating said waypoint altitudesignal relates said waypoint altitude signal and waypoint requirementdata to said slope requirement factor according to the described sloperequirement formula L S (Aw/1,000) + D; in which L is the distancebetween the waypoint and sea level groundpoint, S is the slope factor,Aw is the altitude of said waypoint, and D is the distance between theslope of the waypoint and the slope of said sea level groundpoint. 40.The aircraft track profile compliance verifier as set forth in claim 36,wherein the means generating a waypoint altitude signal is aircraftborne with telemetering means that transmits the signal as in-flightnavigational data, and wherein the programmer means and waypointverifying means are ground based with telemetering means that receivessaid aforementioned signal for processing.
 41. The aircraft trackprofile compliance verifier as set forth in claim 36, wherein the meansgenerating a waypoint altitude signal is aircraft borne withtelemetering means that transmits the signal as in-flight navigationaldata, wherein the programmer means and waypoint verifying means areground based with telemetering means that receives said aforementionedsignal for processing, and wherein the programmer means stores waypointdistance from sea level groundpoint as waypoint requirement data. 42.The aircraft track profile compliance verifier as set forth in claim 36,wherein the means generating a waypoint altitude signal is aircraftborne with telemetering means that transmits the signal as in-flightnavigational data, wherein the programmer means and waypoint verifyingmeans are ground based with telemetering means that receives saidaforementioned signal for processing and wherein the programmer meansstores waypoint distance from sea level groundpoint and slope offsetfrom sea level groundpoint as waypoint requirement dAta.
 43. Theaircraft track profile compliance verifier as set forth in claim 36,wherein the means generating a waypoint altitude signal is aircraftborne with telemetering means that transmits the signal as in-flightnavigational data, wherein the programmer means and waypoint verifyingmeans are ground based with telemeterming means that receives saidaforementioned signal for processing, wherein the programmer meansstores waypoint distance from sea level groundpoint and slope offsetfrom sea level groundpoint as waypoint requirement data, and wherein themeans relating said waypoint altitude signal relates said waypointrequirement data to said slope requirement factor according to thedescribed slope requirement formula L S (Aw/1,000) + D; in which L isthe distance between the waypoint and sea level groundpoint, S is theslope factor, Aw is the altitude of said waypoint, and D is the distancebetween the slope of the waypoint and the slope of said sea levelgroundpoint.
 44. The aircraft track profile compliance verifier as setforth in Claim 36, wherein the means generating a waypoint altitudesignal is aircraft borne with telemetering means that transmits thesignal as in-flight navigational data and receives an alert signal,wherein the programmer means and waypoint verifying means are groundbased with telemetering means that receives said aforementioned signalfor processing and transmits an alert signal produced by the alert meansin response to said any imbalance for monitoring of the aircraft.
 45. Aterminal airways traffic control system including in combination: